GUIDE FOR

PARTIAL-DEPTH REPAIR OF
CONCRETE PAVEMENTS

April 2012
 TechnicalȱReportȱDocumentationȱPage

1.ȱReportȱNo.ȱ 2.ȱGovernmentȱAccessionȱNo. 3.ȱRecipient’sȱCatalogȱNo.ȱ

ȱ ȱ ȱ

4.ȱTitleȱandȱSubtitleȱ 5.ȱReportȱDateȱ
GuideȱforȱPartialȬDepthȱRepairȱofȱConcreteȱPavementsȱ Aprilȱ2012ȱ
6.ȱPerformingȱOrganizationȱCode
ȱ
7.ȱAuthor(s)ȱ 8.ȱPerformingȱOrganizationȱReportȱNo.
DanielȱP.ȱFrentressȱandȱDaleȱS.ȱHarringtonȱ ȱ
9.ȱPerformingȱOrganizationȱNameȱandȱAddress 10.ȱWorkȱUnitȱNo.ȱ(TRAIS)ȱ
InstituteȱforȱTransportationȱ ȱ
IowaȱStateȱUniversityȱ 11.ȱContractȱorȱGrantȱNo.ȱ
2711ȱSouthȱLoopȱDrive,ȱSuiteȱ4700ȱ ȱ
Ames,ȱIAȱ50010Ȭ8664ȱ
12.ȱSponsoringȱOrganizationȱNameȱandȱAddress 13.ȱTypeȱofȱReportȱandȱPeriodȱCovered
ȱ ȱ
14.ȱSponsoringȱAgencyȱCodeȱ
ȱ
15.ȱSupplementaryȱNotesȱ
ȱ
16.ȱAbstractȱ
Theȱpurposeȱofȱthisȱguideȱisȱtoȱhelpȱpractitionersȱunderstandȱhowȱtoȱselect,ȱdesign,ȱandȱconstructȱ
successfulȱpartialȬdepthȱrepairsȱofȱconcreteȱpavements.ȱItȱdefinesȱ“partialȬdepth”ȱrepairsȱasȱ
everythingȱfromȱveryȱshallowȱsurfaceȱrepairsȱtoȱthoseȱthatȱextendȱasȱdeepȱasȱtheȱtopȱoneȬhalfȱofȱtheȱ
pavementȱslab.ȱItȱalsoȱprovidesȱqualityȱcontrolȱguidanceȱandȱtroubleshootingȱinformation.ȱ
ȱ
ȱȱ

17.ȱKeyȱWordsȱ 18.ȱDistributionȱStatementȱ
Concreteȱpavement,ȱportlandȱcementȱconcrete,ȱconcreteȱpavementȱjointsȱ Noȱrestrictions.ȱ
19.ȱSecurityȱClassificationȱ(ofȱthisȱ 20.ȱSecurityȱClassificationȱ(ofȱthisȱ 21.ȱNo.ȱofȱPagesȱ 22.ȱPrice
report)ȱ page)ȱ
Unclassified.ȱ Unclassified.ȱ 34ȱplusȱfrontȱmatterȱ ȱ

FormȱDOTȱFȱ1700.7ȱ(8Ȭ72)ȱ Reproductionȱofȱcompletedȱpageȱauthorizedȱ

Guide for Partial-Depth Repair of Concrete Pavements i

ii Guide for Partial-Depth Repair of Concrete Pavements
GUIDE FOR

PARTIAL-DEPTH REPAIR OF
CONCRETE PAVEMENTS
April 2012

Authors
Daniel P. Frentress, Frentress Enterprises, LLC
Dale S. Harrington, Snyder & Associates, Inc.

Editor and Layout

Marcia Brink

Cover Designer
Wendy Stribe

Guide for Partial-Depth Repair of Concrete Pavements iii

About this Guide Acknowledgments
The purpose of the Guide for Partial-Depth Repair of Concrete Pave- The authors and the National CP Tech Center gratefully
ments is to provide information about selecting, designing, and acknowledge the contributions of the technical advisory
constructing successful partial-depth repairs that extend as deep committee, who helped establish the technical direction of the
as the top one-half of the concrete pavement slab. This guide is a manual and reviewed several drafts. Their feedback and
product of the National Concrete Pavement Technology Center suggestions were invaluable. The committee members were
(National CP Tech Center) at Iowa State University. The infor- • Andy Bennett, Michigan DOT
mation herein supplements but does not replace the section on
• Gordy Bruhn, Minnesota DOT
partial-depth repairs in the February 2008 edition of the FHWA’s
Concrete Pavement Preservation Workshop Reference Manual, also • John Cunningham, Iowa Concrete Paving Association
developed by the National CP Tech Center. • Dan DeGraaf, Michigan Concrete Association
• Larry Engbrecht, South Dakota Chapter, ACPA
Abbreviations and Acronyms in This Guide
• Andy Gisi, Kansas DOT
ACPA American Concrete Pavement Association
ACR alikil-carbonate reactive • Todd LaTorella, Missouri/Kansas Chapter, ACPA
ASR alkili-silica reactive • Kevin McMullen, Wisconsin Concrete Pavement Association
DOT Department of Transportation
• Kevin Merryman, Iowa DOT
FHWA Federal Highway Administration
MUTCD Manual on Uniform Traffic Control Devices • Jim Parry, Wisconsin DOT
MSDS material safety data sheet • John Roberts, International Grooving and Grinding
PCC portland cement concrete Association
QA quality assurance
• Robert Rodden, ACPA
QC quality control
w/c water/cement • Matt Ross, Penhall Company

Figure Sources • Doug Schwartz, Gateway Engineering and Training

The authors and the National CP Tech Center are grateful to the • Gordon Smith, Iowa Concrete Paving Association
following organizations for providing images used in this guide: • Kurt Smith, Applied Pavement Technology
• City of Ankeny, Iowa: Figure 20 • Sam Tyson, FHWA
• Gordy Bruhn, Minnesota DOT: Figure 66 • Leif Wathne, ACPA
• Dan DeGraaf, Michigan Concrete Association: Figure 67 (r) • Matt Zeller, Concrete Paving Association of Minnesota
• Jim Fox, Minnesota DOT: Figures 3, 4, 29, 39, 43
• Daniel P. Frentress, Frentress Enterprises LLC: Figures 1, 2,
9 (middle), 11, 21, 22, 25, 37, 38, 45, 48, 54, 55, 58, 59, 60 (l), 61,
62, 63, 67 (l), 68
• Andy Gisi, Kansas DOT: Figures 13 (right), 27, 60 (r)
• Todd LaTorella, Missouri/Kansas Chapter, ACPA: Figures 49,
51, 52
• Kevin McMullen, Wisconsin Concrete Pavement Association:
Figures 6, 9 (l and r), 14, 15, 16, 17, 18, 19, 23, 24, 26, 28, 31, 32,
33, 34, 41, 42, 44, 46, 47, 50, 53, 56, 64, 65

For More Information Disclaimers

For technical assistance regarding cement-based concrete paving, Neither Iowa State University nor this document’s authors, editors,
contact the National CP Tech Center: designers, illustrators, distributors, or technical advisors make any
Tom Cackler, Director representations or warranties, expressed or implied, as to the accuracy
Sabrina Shields-Cook, Managing Editor of information herein and disclaim liability for any inaccuracies.
National Concrete Pavement Technology Center Iowa State University does not discriminate on the basis of race, color,
Institute for Transportation age, religion, national origin, sexual orientation, gender identity, sex,
Iowa State University Research Park marital status, disability, genetic testing, or status as a U.S. veteran.
2711 S. Loop Drive, Suite 4700 Inquiries can be directed to the Director of Equal Opportunity and
Ames, IA 50010-8664 Diversity, Iowa State University, 3680 Beardshear Hall, 515-294-7612.
515-294-7124
shieldsc@iastate.edu
www.cptechcenter.org/

iv Guide for Partial-Depth Repair of Concrete Pavements

Contents
List of Figures................................................vi
List of Tables .................................................vii
Introduction ....................................................1
Training ...........................................................2
Project Selection ...........................................2
Types of Partial-Depth Repairs......................3
Type 1–Spot Repairs of Joints, Cracks, and
Spalls .................................................................3
Type 2–Extended-Length Repairs ..........................4
Type 3–Bottom-Half Spot Repairs ..........................6
Costs/Payment Methods ..............................6
Typical Costs............................................................6
Payment Methods ...................................................6
Length/Linear Foot ...................................................6
Area/Square Footage ...............................................7
Repair Failures ..........................................................7
Allowing for Design Changes..................................7
Summary .................................................................7
Design Issues .................................................7
Material Selection .........................................7
Mixtures ...................................................................7
Properties ..................................................................8
Mixture Selection .....................................................8
Mixtures for Early Opening to Traffic (EOT)............9
Bonding (Grout) Agents ....................................... 10
Construction Steps ..................................... 10
Step 1. Determine Repair Boundaries ................. 10
Step 2. Concrete Removal .................................... 11
Saw-and-Chip Removal (Type 1 Repairs) ............. 11
Mill Removal (Types 1 and 2 Repairs) .................. 12
Chip Removal (Type 3 Repairs) ............................. 14
Step 3. Repair Area Preparation........................... 14
Step 4. Compression Relief for Type 1 and
Type 2B Crack Repairs ....................................15
Step 5. Bonding Agent Application
(sand-cement grout) .......................................16
Step 6. Patch Material Placement ........................17
Repair Material Mixing .......................................... 17
Placement and Consolidation of Material ............ 17
Sawing Relief Joints............................................... 18
Screeding and Finishing ........................................ 19
Step 7. Curing ........................................................ 19
Step 8. Optional Diamond Grinding ....................20
Step 9. Joint Sealing .............................................20
Short-Term Repairs .....................................21
Quality Control .............................................22
Preliminary Q/C Responsibilities .........................22
Document Review ..................................................22
Project Scope Review.............................................22
Materials Review ....................................................23
Equipment Inspections .........................................23
Concrete-Removal Equipment ..............................23
Patch-Area Cleaning Equipment ...........................23
Mixing and Testing Equipment ..............................23
Placing and Finishing Equipment .........................24
Other Equipment ....................................................24
Weather Limitations..............................................24
Traffic Control ........................................................24
Project Inspection ................................................24
Patch Removal and Cleaning .................................24
Patch Preparation ...................................................24
Placing, Finishing, and Curing Patch Material .....25
Resealing Joints and Cracks ..................................25
Cleanup Responsibilities .......................................25
Troubleshooting ...........................................25
Compression Relief Failures ................................25
Curing Failures .....................................................26
Debonding of Patch ..............................................26
Deterioration around Patch ..................................26
Deterioration of Patch ...........................................27
Summary ......................................................27
References ....................................................28
Appendix A: Standards ...............................29
Appendix B: Proprietary Repair Materials .33
Guide for Partial-Depth Repair of Concrete Pavements v
List of Figures
Figure 1. 20-year-old longitudinal and transverse Figure 24. Example of rounded milling with
partial-depth repairs in Hopkins, MN rock saw ....................................................13
(photo taken 2011) ......................................1
Figure 25. Vertical edge milling.................................13
Figure 2. Close-up of partial-depth repair in
Hopkins, MN, constructed in 1991 Figure 26. Vertical edge mill head.............................13
(photo taken 2011) .....................................1
Figure 27. Excess chipping from mill ....................... 14
Figure 3. View of pavement before core
Figure 28. Type 3 repair – Removal with small
was taken ....................................................2
jackhammer .............................................. 14
Figure 4. Core #3 of existing pavement (Figure 3) ..2
Figure 29. Type 3 repair – Removal by milling
Figure 5. Types of partial-depth joint/crack/spall and chipping ............................................. 14
repairs .........................................................3
Figure 30. Sweeping loose material ......................... 14
Figure 6. Type 1 spot repair candidates;
Figure 31. Sounding with hammer ...........................15
left to right: spalling, crack, joint ...............3
Figure 32. Sandblasting to remove loose debris .....15
Figure 7. Type 1 (saw and chip) spot repairs ...........4
Figure 33. Air blasting to remove loose debris .......15
Figure 8. Type 1 (milled) spot repairs .......................4
Figure 34. Using a leaf blower for final removal
Figure 9. Candidates for Type 2 extended-length
of any contaminants ................................15
repair; left to right: longitudinal joint,
transverse crack, transverse joint ...........5 Figure 35. Joint preparation using bond breaker ....16
Figure 10. Type 2 (milled) extended-length repair ....5 Figure 36. Joint preparation without bond
breaker ......................................................16
Figure 11. Candidates for Type 3 bottom-half
corner joint repair.......................................6 Figure 37. View of cardboard cut to fit irregular
random crack ...........................................16
Figure 12. Type 3 bottom-half repairs ........................6
Figure 38. View of hole exposed at intersection
Figure 13. Sounding deteriorated concrete using a
of a joint and a crack ................................16
hammer (left) and steel chain (right) ...... 11
Figure 39. Placement of cement grout as bonding
Figure 14. Deteriorated pavement marked for
agent..........................................................17
sawing ....................................................... 11
Figure 40. Finishing tip: move from inside to
Figure 15: Saw-and-chip removal ............................. 11
outside.......................................................17
Figure 16. Milling along the joint or crack................12
Figure 41. Placement of repair material ...................17
Figure 17. Dish-shaped milling perpendicular to
Figure 42. Consolidation of repair material for
the joint or crack .......................................12
Type 2A joint repair ..................................18
Figure 18. Type 1 spot milling ...................................12
Figure 43. Concrete placement while holding
Figure 19. Type 2A joint milling ................................12 waxed cardboard ......................................18

Figure 20. Type 2B crack milling ...............................12
Figure 21. V-head milling (Types 1 and 2) ................13
Figure 22. V-head milling ...........................................13
Figure 44. Troweling toward the edge of the
repair .........................................................18
Figure 45. Concrete placement for Type 1 repair
using waxed cardboard ...........................18

Figure 23. Rounded milling (Types 1 and 2) ............13 Figure 46. Tooling the joint........................................ 19

vi Guide for Partial-Depth Repair of Concrete Pavements


Figure 47. Sawing following tooling the joint.......... 19
Figure 48. Placement of grout at edge of
partial-depth repair................................... 19
List of Tables
Table 1. Example Opening Strength Requirements
for Partial-Depth Repairs .................................. 8

Figure 49. Completed Type 1 crack repair ................20

Figure 50. Completed Type 2A joint repair ...............20

Figure 51. Completed Type 2B crack repair ..............20

Figure 52. Completed Type 3 repair ..........................20

Figure 53. Curing of repair material .........................20

Figure 54. Cutting excess compression relief

board of Type 2B crack repair ..................20

Figure 55. Diamond grinding of partial-depth

patch ..........................................................20

Figure 56. Joint sealing .............................................20

Figure 57. Crack or joint repair when deterioration

is in the lower half of the slab .................21

Figure 58. Typical full-depth deterioration at edge

of transverse joint ....................................21

Figure 59. Proper use of sand to prevent lockup

of joint ......................................................21

Figure 60. Poor candidate for partial-depth repair

(too much sand used, which shortens
life) .............................................................22

Figure 61. Failed Type 2A repair on an Interstate

highway .....................................................22

Figure 62. Repair failure because the compression

relief material did not extend to end of
repair area .................................................26

Figure 63. Compression relief failure of (Type 1)

partial-depth crack repair on a city
street..........................................................26

Figure 64. Shrinkage cracks in partial-depth

repair .........................................................27

Figure 65. Debonding of patch at end of Type 2

repair .........................................................27

Figure 66. Close up of debonded area at end of

a Type 2A partial-depth repair .................27

Figure 67. Patches that are too small........................27

Figure 68. D crack repair ............................................27

Guide for Partial-Depth Repair of Concrete Pavements vii

viii Guide for Partial-Depth Repair of Concrete Pavements
Introduction
Partial-depth repairs are defined as the removal and
replacement of small areas of deteriorated (or spalled)
concrete pavement. Partial-depth repairs slow or eliminate
the spread of spalling distresses that tend to occur under
repeated thermal stresses, freezing and thawing, and
traffic loading. In addition, partial-depth repairs of dete-
riorated joints restore a well defined, uniform joint-sealant
reservoir prior to joint resealing to keep incompressible
material and water out of the joint. As a result, partial-
depth repairs restore structural integrity and improve ride
quality, extending the service life of distressed pavements.
Highway maintenance crews spend a large amount of
time and money each year repairing partial-depth spalls
with quick-to-install but temporary (a few months to a
few years) repair material. However, when patch materi-
als and construction techniques are properly selected and
applied in a timely manner and at appropriate locations,
partial-depth repairs can be more cost-effective and can
last 10 to 15 years or longer. Because of these advantages,
many jurisdictions use partial-depth repairs in their pave-
ment preservation programs. Recent photos of 18th Street
in Hopkins, Minnesota (Figure 1 and Figure 2) demon-
strate the longevity of well constructed, longitudinal and
transverse partial-depth repairs completed in 1991 on a
pavement built in 1965.
In the past, partial-depth repairs were considered only if
the distress was limited to the upper one-third of the slab
and the existing load-transfer devices (if any) were still
functional. It was generally believed that deterioration
extending below the top one-third of the slab warranted a
full-depth repair. It was also commonly thought that the
smaller the partial-depth repair, the better its chance of
success and that, with most specifications dictating
Figure 1. 20-year-old longitudinal and transverse partial-depth
repairs in Hopkins, MN (photo taken 2011)
payment by the square foot, smaller is better. These limita-
tions prevented the use of partial-depth repairs in deterio-
rated joints deeper than the top one-third of the slab.
In recent decades, however, several cold-weather states
have started applying slightly modified partial-depth
repair techniques to joints with deterioration as deep as
the upper one-half of the slab. Many of these deeper par-
tial-depth repairs have lasted as long as the existing pave-
ments; the majority of them have lasted 10 to 15 years. In
general, these repairs have been more cost-effective than
any type of asphalt overlay or temporary patching mate-
rial.
For example, in 1980 Minnesota implemented a modi-
fied partial-depth repair on a spalled section of pavement
that extended deeper than the top one-third of the slab.
Milling machines were used to remove the concrete in
the distressed area and form a tapered edge around it.
The milled surface was cleaned and a cement grout was
applied; then a cement-based repair material was applied.
In the 1990s Minnesota’s cost-effective method was copied
in Wisconsin and Michigan. In the 2000s Kansas, Missouri,
Colorado, and South Dakota adopted similar milling
approaches to partial-depth repairs. By using new milling
equipment and durable concrete mixtures, these states
have successfully demonstrated the use of partial-depth
repairs in pavements where deteriorated areas extend
from one-third to one-half the slab depth. As a result,
today partial-depth repairs are used for more joint repairs
and at less cost than traditional full-depth repairs.
This guide provides the most current information for
selecting, designing, and constructing partial-depth
repairs that extend as deep as the top one-half of the pave-
ment slab. It supplements the section on partial-depth
repairs in the February 2008 resource, Concrete Pavement
Preservation Workshop Reference Manual (Smith et al. 2008).
Figure 2. Close-up of partial-depth repair in Hopkins, MN,
constructed in 1991 (photo taken 2011)
Guide for Partial-Depth Repair of Concrete Pavements 1
Training • Spalling and movement of transverse or longitudi-
nal working cracks caused by shrinkage, fatigue, or
When completed properly, as described herein, a partial- foundation movement, unless a partial-depth repair is
depth repair can be a very long-lasting and cost-effective implemented in combination with dowel bar retrofits
solution to shallow joint and crack deterioration. To to control vertical movement.
ensure success and achieve anticipated design life for
Coring of existing pavement can help a designer deter-
partial-depth repairs, such repairs need to be accom-
mine if a partial-depth repair is the correct repair.
plished correctly. With poor materials or workmanship,
Figure 3 shows a top view of a small, deteriorated trans-
partial-depth repairs may fail in as little as two to three
verse joint before coring revealed the deterioration shown
years (ACPA 2006).
in Figure 4. When the transverse joint is badly deterio-
It is advisable that training be required for all repair rated, as shown in Figure 4, a full-depth repair should be
projects that incorporate the recommendations in this constructed.
publication. This training can be in the form of a video or
slide presentation at a pre-construction meeting with the
inspectors and the contractor personnel. It should include
a thorough review of the specific project plans and special
provisions.

Project Selection
Most repair materials used in partial-depth repairs cannot
accommodate movement across working joints and cracks,
load transfer devices, or reinforcing steel without experi-
encing high stress and thus material damage. Therefore,
partial-depth repairs are appropriate only for certain types
of concrete pavement distresses:
• Spalling that is isolated in the upper portion of the slab
and caused by freeze-thaw damage as a result of inad-
equate air-void system, and where the air-void system
of the concrete around the patch is adequate for ensur- Figure 3. View of pavement before core was taken
ing that the life of the concrete is equal to or greater
than the expected life of the partial-depth repair.
• Spalling caused by intrusion of incompressible
materials into the joint or crack.
• Spalling caused by poor consolidation, inadequate
curing or over finishing.
• Spalling caused by localized areas of scaling, weak
concrete, clay balls, or high steel.
• Non-working cracks, either longitudinal or transverse.
• Spalling caused by dowel bar misalignment or lockup,
where the misplaced steel can be removed.
Distresses that are not appropriate for partial-depth repair
include the following:
• Spalling caused by D-cracking or reactive aggregates
such as alkili-silica reactive (ASR), alkili-carbonate
reactive (ACR), ettringite, etc. Figure 4. Core #3 of existing pavement (Figure 3)

2 Guide for Partial-Depth Repair of Concrete Pavements

Types of Partial-Depth Repairs
This guide describes three general types of partial-depth
repairs for joints, cracks, and spalls (Figure 5):
Type 1: Spot repairs between 15 in. and 6 ft in length.
Type 2: Repairs of extended length (greater than 6 ft) of
deterioration along a longitudinal or transverse joint (2A)
or crack (2B).
Type 3: Spot repairs that extend full-depth at joint inter-
sections or slab edges for short distances.
Type 1–Spot Repairs of Joints, Cracks, and
Spalls
Type 1 spot repairs are generally used for small, isolated
areas of deterioration (Figure 6) and are not intended for
long, continuous partial-depth repairs.
Figure 5. Types of partial-depth joint/crack/spall repairs
Figure 6. Type 1 spot repair candidates; left to right: spalling, crack, joint
Type 1 spot repairs can be used to repair joint spalling,
mid-slab surface spalling or cracking, and severe scaling,
and to restore joint reservoirs. They are appropriate in
shallow areas, where slab deterioration is located in the
upper one-half of the slab.
Type 1 spot repairs are less than 6 ft along a transverse or
longitudinal joint or crack. When applied at transverse
joints, Type 1 spot repairs are typically used for pave-
ments in which the existing load transfer devices (if any)
are still functional.
It should be noted that when spot repair areas are closer
than 2 ft apart, they should be combined.
Usually, only about 2 in. of depth is removed to expose
sound concrete in the existing joint or crack or at the bot-
tom of the repair area. For surface spalls and scaled areas,
the boundary of the repair area should be extended a
Guide for Partial-Depth Repair of Concrete Pavements 3
minimum of 2 in. beyond the boundary of the distressed
area. This will expose sound concrete, which is needed in
order for a proper bond to develop between the concrete
patch material and the existing pavement.
For joints and cracks, the top dimension is designed to
be a minimum of 5 in. on each side of the joint/crack to
minimum a depth of 2 in. with a tapered edge from 30 to
60 degrees to the bottom of the joint/crack.
The most common method of removal is the saw-and-chip
method. When the saw-and-chip method is used to form
the edges of the repair, the edges are tapered using a small
(10- to 30-lb) jackhammer to remove the vertical edges left
by the sawing operation.
For spot repairs at joints, joint compression relief is pro-
vided at a minimum for the top half of the joint with a
¼- in. compressible material, such as waxed cardboard or
STYROFOAM™ insulation. Compression relief must be
provided for the full depth of the patch and should extend
at least ½ in. beyond if possible.
Figure 7. Type 1 (saw and chip) spot repairs
Figure 8. Type 1 (milled) spot repairs
4 Guide for Partial-Depth Repair of Concrete Pavements
Figure 7 shows the typical detail for saw-and-chip method
of a spot repair. (Details about concrete removal and
repair are found under Construction Steps for Partial-
Depth Repairs and in Appendix A.)
Figure 8 shows a typical section for a milled Type 1 spot
repair. As long as there is an adequate volume of repairs
to be made on a particular project, milling for spot repairs
can be completed faster than the saw-and-chip method
and can be very cost-effective (see Appendix A for details).
Payments for Type 1 joint repairs (less than 6 ft in length)
are generally by the square foot of completed patch.
Partial-depth repairs of cracks of any length are always
paid by the square foot.
Type 2–Extended-Length Repairs
Extended-length partial-depth repairs are repairs in longi-
tudinal or transverse joints (Type 2A) or cracks (Type 2B)
longer than 6 ft and extending as deep as one-half the
depth of the concrete pavement slab (Figure 9).
Preformed
Preformed
Pressure or compression stress relief is constructed differ-
ently in Type 2A and 2B repairs. For Type 2A repairs (at
joints), the joint is re-established, typically by sawing. For
Type 2B repairs (cracks), a preformed joint compression
material is installed in the crack itself.
Sawing to re-establish compression stress relief for repairs
at joints must be accomplished for the full depth of the
repair material and, if possible, ¼-in. deeper. The timing
of sawing is dependent on weather conditions, the mix
design, and traffic restrictions on the project, but sawing
must be completed quickly to prevent random cracks from
forming when the pavement moves due to temperature
changes. If such cracking occurs, the repair should be
replaced at the contractor’s expense according to a recom-
mended 30-day warranty.
Tooling can be used to develop the initial joint, but sawing
the entire depth of the patch repair material must still be
Figure 9. Candidates for Type 2 extended-length repair; left to right: longitudinal joint, transverse crack, transverse joint
Figure 10. Type 2 (milled) extended-length repair
done as soon as possible and is needed to provide the nec-
essary compression relief space to allow the joint to open
and close properly.
Except for the provision of pressure relief, the procedure
for constructing extended-length joint/crack repairs is the
same as for spot repairs. Milling is generally the preferred
method for removing the existing pavement and forming
the edge for Type 2 repairs because, due to the length of
Type 2 repairs, milling is likely to be more cost-effective
than the saw-and-chip method. Small jackhammers are
used only in small areas of delamination that may be
found after milling.
Figure 10 shows a typical Type 2A repair without deterio-
ration below the dowels (also see Appendix A).
Payments for Type 2A joint repairs are generally by the
linear foot for the entire patch along either a longitudinal
or transverse joint. Payments for Type 2B crack repairs are
Guide for Partial-Depth Repair of Concrete Pavements 5
by square foot (like Type 1) because the milled area may
have to be widened to ensure a bondable area of at least
3 in. on each side of the crack at the bottom of the repair.
Type 3–Bottom-Half Spot Repairs
Occasionally one or more corners or the edge of a con-
crete pavement will deteriorate to the full depth for a
short distance, as in Figure 11. Type 3 repairs are used for
such spot locations where the deterioration exceeds T/2 in
depth, thus ultimately requiring a full-depth repair.
Type 3 repairs at the outer edges of the pavement slab
should not protrude into the pavement transversely more
than 18 in. at the bottom of the repair. A longitudinal
Type 3 repair can be longer than 18 in. along the centerline
but cannot extend into either lane transversely more than
18 in. If the transverse length of the repair exceeds 18 in.
into either lane, a full-depth repair is recommended.
Figure 12 provides the detail for Type 3 bottom-half
repairs (also see Appendix A). The same grout and patch
materials are used as for Types 1 and 2 repairs.
Payment for the overall repair has two parts: Payment
for the Type 3 bottom-half area is by square foot; the top
Figure 11. Candidates for Type 3 bottom-half corner joint repair
Figure 12. Type 3 bottom-half repairs
6 Guide for Partial-Depth Repair of Concrete Pavements
half may be a Type 1 or Type 2B repair payment. Since the
Type 3 repair will have a sloping face, payment should be
measured at mid-depth of the pavement thickness.
Costs/Payment Methods
The costs of a partial-depth repair are largely dependent
on the size, number, and location of the repair areas, as
well as the materials used. Allowable lane closures and
traffic volume also affect production rates and costs.
Typical Costs
The typical average cost for partial-depth repairs has been
$25 to $30 per square foot or $15 to $25 per linear foot. If
there are major quantities of longitudinal repairs, the cost
can be as low as $12 to $20 per square or linear foot. If
night work is involved, repair costs can be as high as $55
to $60 per square or linear foot. Normally the larger the
repair quantities, the lower the costs per unit of measure,
primarily because the cost for milling equipment is spread
over the number of patches.
Payment Methods
The following dialog outlines a general payment approach
based on types of partial-depth repairs. This approach
may be modified to fit a jurisdiction’s preference.
Payment for partial-depth repairs can be determined in
one of two ways: by linear foot of repair area or by square
foot of repair area.
Length/Linear Foot
Payment by linear foot is reserved for Type 2A partial-
depth repairs of longitudinal or transverse joints longer
than 6 ft.
Linear measurements for payment should be made to the
nearest foot of repair length. The repair will be close to
1-ft wide, given that most milling machines carry either a
10-in. or a 12-in. head. If extra width is needed to accom-
modate contractor equipment, this should also be
addressed in the contract documents.
Area/Square Footage
Payment by square foot is intended for use in all other
partial-depth repair situations:
• Type 1 joint and crack repairs.
• Type 2B random crack repairs.
• Type 3 bottom-half spot repairs.
Measurements should be taken to the nearest tenth of a
foot and rounded to the nearest square foot for payment
of each individual repair area. Minimum size of repair for
payment is one square foot for each individual repair.
Measurement for Type 3 repairs is done at the mid-depth
of the pavement, due to the sloping edge of the repair.
Repair Failures
It is advisable to write specifications that ensure a 30-day
warranty on all partial-depth repairs done in sound con-
crete. This requires a contractor to replace any repairs that
fail for any reason, except unsound concrete.
Allowing for Design Changes
Contract documents should address the possibility that,
after the deteriorated concrete is removed, a decision
may be made to change the type of repair. This prevents
delays and misunderstandings between the construction
personnel and contractor. For example, if a corner distress
is found to extend into the bottom half of the slab, then
the distressed area below the mid-point of the slab will
require a Type 3 repair.
Summary
Under the model just discussed, payment calculations for
the three types of partial-depth repair are as follow:
• Type 1–Conventional spot joint/crack/spall repair: Pay
by square foot.
• Type 2–Extended-length joint/crack repair: Pay by
linear foot for joints (Type 2A) and by square foot for
cracks (Type 2B).
• Type 3–Bottom-half spot repair: Pay bottom half by
square foot as a second payment (first payment for top
half is a Type 1 or a Type 2 repair).
Design Issues
Properly constructed partial-depth repairs can last
15 years or more if constructed in sound concrete. Design
life varies with condition of existing concrete, the extent of
the deterioration, and future traffic loads.
When designing a partial-depth concrete repair project,
the first step is to determine the existing pavement design
and coarse-aggregate type. Aggregates should be subject
to a strict review to make sure the existing pavement
structure can last as long as the intended repairs. It is also
important to determine the type of pavement: jointed
plain concrete, mesh dowelled concrete, or continuously
reinforced concrete pavement. If the pavement is a jointed
plain pavement, determine whether it uses dowel bars or
aggregate interlock-type transverse joints.
During the design phase, it is helpful to include any con-
struction inspectors who will be on the repair project. This
ensures that the person administering the construction
project understands the philosophy of the designer for
selecting the type of repair on deteriorated joints or cracks.
In designing projects, the quantity is not always known
for Type 3 bottom-half repairs because the information
available is based on cores or sounding. The quantity will
be known only after the top half of the deteriorated pave-
ment is removed (Type 1 spot repair).
Material Selection
The primary repair materials to be selected are the repair
(or patch) mixture and the bonding agent.
Mixtures
The repair mixture selection for partial-depth repairs
depends on several factors:
• Allowable lane closure time / strength of repair
mixture required for opening
• Shrinkage characteristics
• Coefficient of thermal expansion
• Ambient temperature
• Cost
• Size of repair
• Estimated performance
Guide for Partial-Depth Repair of Concrete Pavements 7
Properties
Selection of the proper repair mixture should be based on
a determination of its desired properties. Currently, the
most widely reported property used for mixture selection
is the strength of the repair mixture at a given time (e.g.,
when the patch needs to be opened to traffic).
Most highway agencies use flexural strength as the
determining factor for opening strength for full-depth
repairs because pavement failures from traffic loads are
generally caused by tension in the bottom of the pavement
slab. However, a partial-depth patch is unique in the way
it carries loads. The flexural or tensile stresses are carried
by the existing concrete pavement, and the partial-depth
patch experiences compression only. Therefore, it is
wholly appropriate to base mixture selection for partial-
depth repairs on compressive strength at opening rather
than on flexural strength. Samples of opening strength
requirements are listed in Table 1.
Moreover, a partial-depth patch is confined and supported
by the existing concrete, so the minimum patch strength
required to carry traffic without experiencing damage is
lower (typically, 1,600 to 1,800 psi) than that required for a
conventional full-depth repair concrete mixture (typically,
3,000 psi or higher).
In addition to strength, two properties that affect the
short- and long-term performance of a patch mixture are
shrinkage and coefficient of thermal expansion, especially
as compared to the existing concrete pavement. Drying
shrinkage of most repair materials is greater than normal
concrete and, when the material is restrained, can induce
a tensile stress as high as 6,900 kPa (1,000 psi) (Emmons,
Vaysburd, and McDonald 1993). Differential expansion
between the repair material and the surrounding concrete
can also be detrimental and should be considered during
the design stage of a project.
Table 1. Example Opening Strength Requirements for Partial-Depth
Repairs
Opening Strength Requirements
State Flexural (psi) Compressive (psi)
New York 1,527 (10.5 MPa)
Kansas 300 1,800
Missouri 1,600
Michigan 300 1,800
Minnesota 500 3,000
Colorado 2,500
Nebraska 3,625
8 Guide for Partial-Depth Repair of Concrete Pavements
Another important property of the repair mixture is its
freeze-thaw durability. A study of the properties of repair
materials found that the freeze-thaw durability of many
of them is unacceptable, especially under severe expo-
sure conditions (Smoak, Husbands, and McDonald 1997).
Materials with rapid strength-gain characteristics may be
particularly susceptible to durability problems because
of the accelerated nature of the material and the reduced
curing times. The composition of modern cements is such
that they gain higher strengths earlier but have a lower
long-term strength gain; this may affect the long-term
durability of the concrete (Van Dam et al. 2005). Depend-
ing on the application, early-opening times may be
desired, which can significantly reduce the available
curing time. The early-strength criterion and enhanced
durability may be most effectively achieved by using high
quality materials, by reducing the water-to-cement (w/c)
ratio, and by increasing the aggregate volume, as long as
workability is maintained (Van Dam et al. 2005).
The FHWA/SHRP Manual of Practice, Materials and Pro-
cedures for Rapid Repair of Partial-Depth Spalls in Concrete
Pavements (Wilson, Smith, and Romine 1999b) states that
premature partial-depth patch failures can be attributed to
several material-related causes, including the following:
• Thermal incompatibility between the repair material
and the pavement.
• Incompatibility between the joint bond breaker and the
joint sealant.
• Inadequate cure time prior to opening repairs to
traffic.
• Incompatibilities between the climatic conditions
during repair replacement and the materials or
procedures used.
• Extreme climatic conditions during the life of the
repairs that are beyond the capabilities of the repair
material.
Mixture Selection
Because of the multitude of factors that go into the selec-
tion process, it is impossible to specify a single mixture for
all partial-depth repair applications. However, a conven-
tional, high-quality portland cement concrete—specifi-
cally, one that uses Type I, II, and III cements—is generally
accepted as the most appropriate material for repairing
existing concrete pavements. (Various proprietary materi-
als are also available. See Appendix B.)
Type I portland cement, with or without admixtures, is
more widely used than most other materials because of its
relatively low cost, availability, and ease of use. The con-
crete mixture requires the use of small-sized, coarse aggre-
Cementitious 3U18 Recommended for Use in
gate, usually no more than ½ in. for the maximum-sized
Partial-Depth Repairs
aggregate. The material should be a low-slump mixture 850 lb Type I cement
of air-entrained concrete having a w/c ratio not exceeding
295 lb water
0.44. Rich mixtures (up to 8 bags of cement, or 446 kg/m3
[752 lb/yd3]) gain strength rapidly in warm weather, but 1,328 lb coarse aggregate
in cool weather the rate of strength gain may be too slow 1,328 lb sand
to permit quick opening to traffic. Insulating layers can
be used to retain the heat of hydration and reduce curing Target w/c ratio 0.35
time. Type E water reducing and accelerator
Patches that include faster-setting materials, such as 6.5 percent air
Type III (HE) cements, typically can be opened more
Maximum 1 in. slump (measured after allowing to set
quickly than Type I cement patch mixtures, but can be 5 minutes after mixing)
more difficult to place properly.
Cure time 18± hr
A mixture developed by the Minnesota Department of
Transportation (DOT), called 3U18, has been very suc- Fine aggregate gradation 100 percent passing 3/8 in. sieve
cessful for more than 30 years. It results in an 18± hour Coarse aggregate gradation
opening strength of 3,000 psi. Earlier opening times can
• 100 percent passing 3/8 in. sieve
be achieved with other appropriate admixtures. Strength
gain is affected by ambient temperature. Mixing can be • 55 percent–95 percent passing no. 4 sieve
done either by hand, ready mix, or mobile concrete mix-
• Not more than 5 percent passing no. 50 sieve
ers. For small projects, this mix can be purchased in 75-lb
Source: Minnesota DOT
bags.
The 3U18 mixture is described in the sidebar at right.
Mixtures for Early Opening to Traffic (EOT)
patch mixtures will have a different microstructure than
Highway agencies are often required to accelerate the
that of the concrete pavement to which the repair mate-
placement and opening of partial-depth repairs to mini-
rial must bond, with different shrinkages and unexpected
mize traffic delays and reduce safety hazards for motor-
interactions that can lead to de-bonding or other failures.
ists and maintenance crews. This is especially common
In general, the higher the early-opening strength require-
in areas with high traffic volumes. Generally, such early-
ment (e.g., 3,000 psi compressive or greater), the higher
opening repairs are expected to be strong enough to carry
and/or more complex the cement and admixture content
traffic within 4 to 12 hours after placement, which sig-
will be, and thus the greater the potential for failure.
nificantly reduces the available curing time. In the case of
high-traffic, high-speed roadways, such repairs are often If the required early-opening strength is lower (e.g.,
conducted at night when lower traffic volumes allow for 1,800 psi compressive), the contractor has more options.
lane closures; the lane(s) must be re-opened after only a For example, this requirement would allow the use of
few hours. Type I cement and admixtures to reach the required
strength in 4 to 6 hours, especially with the use of insu-
For early-opening repair projects, cement-based, accelerat-
lation blankets. Such a mixture would be closer to the
ed-strength mixtures can be designed that, when properly
existing concrete in terms of shrinkage, stiffness, and co-
proportioned, mixed, placed, and cured, do not sacrifice
efficient of thermal expansion. It is the similarity of these
long-term durability. Such mixtures contain higher
characteristics that improves the bond between the patch
cementitious materials content and admixtures, particu-
and the existing concrete and ultimately affects the service
larly accelerators.
life of the patch. It is thus likely that requiring a higher
Whenever higher cement content is used for a repair or early-opening strength (e.g., 3,000 psi compressive) may
patch mixture, contractors need to understand certain increase the risk of short-term failures more than requir-
principles to ensure the mixture performs as desired: Such ing a lower early-opening strength (e.g., 1,600 to 1,800 psi).

Guide for Partial-Depth Repair of Concrete Pavements 9

When using a lower early-opening strength patch mixture
(e.g., 1,800 psi), a determination should be made of the
equivalent single axle loads (ESALs) the patch will carry
before it reaches its “full” strength. For most partial-depth
repairs, the amount of traffic loading in the additional 4
to 6 hours the patch continues to gain strength (e.g., from
1,800 psi opening to 3,000 psi desired strength) is small
compared to the lifetime loading.
The use of a maturity system that constantly monitors
concrete strength and rate of strength gain is an effective
method for determining when the patch has achieved
minimum required in-place strength for opening to traffic.
Guidelines for Early Opening to Traffic (EOT) Portland Cement
Concrete for Pavement Rehabilitation (VanDam et al. 2005)
provides a good summary of strength principles for con-
tractors who are selecting accelerated-strength concrete
mixtures for partial- and full-depth repairs.
Another option is to use one of the variety of rapid-setting,
high early-strength proprietary materials. These “flex-
ible” or “semi-rigid” repair products have been used
effectively in partial-depth repair applications. They are
typically classified as either cementitious, polymeric, or
bituminous. Many highway agencies maintain a qualified
products list. See Appendix B for short summaries of these
materials, including their benefits and potential draw-
backs.
Bonding (Grout) Agents
Portland cement concrete materials generally require the
placement of a bonding agent or grout to enhance the
bond between the repair material and the existing pave-
ment. Sand-cement grouts have proven adequate when
used as bonding agents with concrete repair materials.
A successful grout recipe used by many states for coating
all areas of the repair is described below.
• 2 parts Type I cement
• 1 part water (may be more or less to develop a creamy
consistency)
• 1 part sand
This sand-cement-water grout mixture produces a mortar
with a thick, creamy consistency, which helps to fill any
small spalls left by the milling process. However, if it dries
out, sand blasting will be needed to ensure a good bond.
The Kansas DOT uses a different approach regarding
bonding agents. Its approach is to use a more watery mix
10 Guide for Partial-Depth Repair of Concrete Pavements
which helps cool and pre-wets the existing concrete pave-
ment before placement. The pre-wetting keeps the exist-
ing concrete from pulling water out of the repair mix. The
Kansas grout mixture consists of the following:
• 1 part Type I cement
• 3 parts water
Not all repair materials require a bonding agent to pro-
mote adhesion. When proprietary mixes are used, they
will specify what type of bonding agent, if any, is re-
quired. Epoxy bonding agents have been used with both
portland cement and proprietary repair material to reduce
closure time, with mixed results.
Construction Steps
Construction of partial-depth repairs typically includes
the following steps:
1. Determine repair boundaries.
2. Remove concrete.
3. Prepare repair area.
4. Prepare joint.
5. Apply bonding agent (do not allow to dry).
6. Place patch material.
7. Apply curing compound.
8. Optional diamond grinding.
9. Seal joints.
Step 1. Determine Repair Boundaries
The first step is to determine the extent to which the exist-
ing concrete has deteriorated and to identify the repair
boundaries.
The actual extent of deterioration in a concrete pave-
ment is often greater than the distress that is visible at the
surface. In the early stages of spall formation, weakened
planes may exist in the slab with no signs of deterioration
visible at the surface.
During the survey, the extent of deterioration should be
determined by “sounding” the concrete with a steel pipe,
chains, or a hammer (Figure 13). Areas yielding a sharp
metallic ringing sound are judged to be acceptable, while
those emitting a dull or hollow thud are delaminated or
unsound. Sometimes it helps to drop a small amount of
sand on the questionable concrete and hit the concrete
with a hammer, watching the sand bounce in delaminated
sections.
Once the area is identified, the boundaries for sawing
or milling are marked on the pavement (Figure 14). To
ensure removal of all delaminated concrete, it is a good
practice to extend the limits of the repair boundaries 2 to
4 in. beyond the limits determined by sounding tests. Fol-
lowing are suggested minimum dimensions:
• Length: 15 in.
• Width: 10 in.
• Depth: 2 in.
Step 2. Concrete Removal
Deteriorated concrete in the designated repair area should
be removed to a minimum depth of 2 in. (refer to Figures
3, 4, and 6) and a maximum depth of one-half the pave-
ment thickness. Only sound concrete should remain.
The preferred shape around the outside of the repair area
is a 30- to 60-degree tapered edge from top to bottom.
Avoid chipping sound concrete around the repair area.
Any secondary chipping or spalling during this process
should be removed at no cost to the agency.
Care should be taken not to damage dowel bars during
the removal process. One or two adjacent exposed bars
can be removed to allow ease of placement of compression
material (cardboard, isolation material, or ¼-in. insulation
board). The placement of compression relief material at
the bottom of the repair is required to re-establish the joint
and allow movement of the pavement at the joint area.
Figure 13. Sounding deteriorated concrete using a hammer (left) and
steel chain (right)
Figure 14. Deteriorated pavement marked for sawing
If inspection of existing dowel bars shows little or no cor-
rosion, a bond-breaking material or a bridging material
(such as duct tape) should be placed on the dowel(s) and
approved by the engineer. Dowel bars that are misaligned
or exhibit corrosion to a greater degree should be cut off.
If this involves more than four adjacent dowels, the engi-
neer should consider a full-depth repair.
Removal of deteriorated concrete may be accomplished
using one of these three methods:
• Saw-and-chip removal (Type 1 repairs)
• Mill removal (Types 1 and 2 repairs)
• Chip removal (Type 3 repairs)
Saw-and-Chip Removal (Type 1 Repairs)
The most common method for removing deteriorated
concrete in Type 1 partial-depth spot repairs is the saw-
and-chip method. First, a diamond-blade saw is used to
saw along the marked repair boundary (Figure 15). The
saw cuts may be at the marked boundary only or at the
marked boundary and in a crisscross pattern across the
area to be removed. Then a lightweight (10–35 lb) jack-
hammer is used to remove the concrete inside the patch
boundary, beginning at the center and extending outward.
The jackhammer is also used to remove the polished verti-
cal saw cut edge by chipping out concrete 2 in. beyond the
saw cut to produce an angle between 30 and 60 degrees
and create a rough surface, which is critical for promot-
ing bonding of the patch material to the existing concrete.
Failure to bond can be especially problematic along
polished vertical edges in corners, especially when high-
cement mixes with a tendency to shrink are used.
Care must be exercised not to fracture sound concrete or
cause shallow chips adjacent to the repair area, which can
be difficult to patch. Some states, such as Kansas, do not
allow any chipping beyond the initial saw cuts.
Chip out concrete 2 in. from saw cut with light-
weight jackhammer at 30–60 degree angle
2 in.
Figure 15: Saw-and-chip removal
Guide for Partial-Depth Repair of Concrete Pavements 11
Benefits of this method include the following:
• It is cost-effective.
• Most crews are typically familiar with this method.
Drawbacks of this method include the following:
• Water from sawing leaves the area saturated, possibly
delaying the repair process.
• Without care, the beginning of spalling can occur at the
jackhammer line outside the saw cut.
• This method is time consuming and is not as cost Figure 16. Milling along the joint or crack
effective for large partial-depth projects as cold milling.
Mill Removal (Types 1 and 2 Repairs)
Cold milling is another option for removing deteriorated
concrete. The milling operation can proceed either across
lanes or parallel to the pavement centerline (Figure 16 and
Figure 17).
Milling along the joint or crack is effective for removing
spalling and produces a rectangular-shaped repair area,
whereas milling perpendicular to the joint or crack is ef- Figure 17. Dish-shaped milling perpendicular to the joint or crack
fective for smaller, individual spalls and produces a dish-
shaped repair area.
Midwestern states started using a mill for concrete
removal in the early 1980s and have had success leaving
the rounded edge for Types 1 and 2 partial-depth repairs
(Figure 18, Figure 19, and Figure 20). With the milling sys-
tem and their own partial-depth repair techniques, Mid-
western states have had increased success with all their
milled partial-depth repairs compared to saw-and-chip
Figure 18. Type 1 spot milling
removal when the polished vertical edge is left in place.
Benefits of milling are as follow:
• The patch size is uniform for long-term success.
• The rough, irregular surface promotes bonding.
• Milling is efficient and economical when repairing
large areas.
• Debris is easy to remove with a shovel and broom or a
skid loader pickup broom.
• Milling requires less labor than jackhammer removal. Figure 19. Type 2A joint milling
Drawbacks of this method are as follow:
• Milling creates a standard size, which may not conform
to site.
• Extra milling may be required to widen the original
milled channel, especially when milling long cracks
(e.g., longitudinal) to create a minimum distance of
3 in. to an outside milled face (Figure 19).
• Equipment and mobilization may be costly for small
projects. Figure 20. Type 2B crack milling

12 Guide for Partial-Depth Repair of Concrete Pavements

The most common mill heads used today are the “V” or
rounded head and the vertical edge.
“V” or Round Shaped Concrete Removal. Milled heads manu-
factured to create a “V” shape (Figure 21 and Figure 22)
or round shape (Figure 23 and Figure 24) can be used on
transverse and longitudinal joints and cracks. The pre-
ferred shape is a tapered edge anywhere from 30 to 60
degrees to the bottom of the joint. The patch material
Figure 21. V-head milling (Types 1 and 2)
Figure 22. V-head milling
Figure 23. Rounded milling (Types 1 and 2)
Figure 24. Example of rounded milling with rock saw
bonds better to the exposed concrete on a tapered edge
than on a vertical edge. The taper also eliminates the
corner at the bottom edge of the repair from which high-
cement mixes can shrink and prevent bonding. The
tapered edge also seems to create less spalling and chip-
ping than a vertical milled edge.
Experience has demonstrated that a tapered V-head mill
or rounded mill can be used on all partial-depth repair
projects. Milling with the V-head or rounded head has
been used very successfully on transverse joints without
any additional sawing, with only minor chipping at the
edge of the repair. If any chipping does occur, the mill
heads need to be checked for sharpness. On occasions
when a mill head is not used to form the edges, the edges
are tapered using a small jackhammer to remove the verti-
cal edges left by the sawing operation.
Vertical Edge Removal. The states of Kansas and South
Dakota modified Minnesota’s milling approach by
requiring that a vertical, instead of tapered, edge be left by
the mill (Figure 25 and Figure 26). Milling a vertical face
can leave more chipping at the top edge, so some states
such as Kansas require a saw cut for all transverse joints
repaired with partial-depth milling.
Figure 25. Vertical edge milling
Figure 26. Vertical edge mill head
Guide for Partial-Depth Repair of Concrete Pavements 13
Kansas does not require saw cuts for longitudinal joints
unless excessive chipping occurs (Figure 27). This allows
the chipped edge to remain on any longitudinal partial-
depth repairs, with the knowledge that traffic will not
cross the vertical edge very often. Kansas has not had a
problem with bonding on either longitudinal or transverse
joint partial-depth repairs.
Chip Removal (Type 3 Repairs)
The chipping procedure for Type 3 repairs differs slightly
from the saw-and-chip procedure for a Type 1 repair, in
that the patch boundaries are not sawed. The deterio-
rated concrete in the center of the patch is removed using
a lightweight jackhammer (less than 35 lb). Care should
be taken not to damage the sound pavement (Figure 28).
Again, work should progress from the inside of the patch
toward the edges, and the chisel point should always be
directed toward the inside of the patch. Because No. 4 tie
bars must be placed in Type 3 repairs to lock the patch
material to the existing concrete pavement (see Figure 12,
side view), enough concrete must be removed to allow
maneuvering of drilling equipment and to maintain a
minimum of 1 in. of new concrete around the tie bars.
Pavement removal for Type 3 repairs can also be partially
accomplished with milling. As Figure 29 shows, the right
portion of the repair has had spot milling. The deeper
Figure 27. Excess chipping from mill
Figure 28. Type 3 repair – Removal with small jackhammer
14 Guide for Partial-Depth Repair of Concrete Pavements
full-depth removal on the left side of the photo was ac-
complished with a jackhammer.
Step 3. Repair Area Preparation
Following removal of the deteriorated concrete, only
sound concrete should remain. Check for sound concrete
with a hammer (Figure 31) and remove any unsound con-
crete with a small jackhammer (less than 35 lb).
The surfaces of the repair area must be prepared to pro-
vide a clean, irregular surface for the development of a
good bond between the repair material and the existing
slab. Dry sweeping, sand or water blasting, and
compressed air blasting are normally the steps for an
adequately clean surface.
Sweeping the partial-depth repair area is necessary to pick
up the broken material (Figure 30). This is particularly
true when a rock saw is used to remove the pavement.
The repair area should then be sand or water blasted
(Figure 32 and Figure 33). This is a highly recommended
step, as it is very effective at removing dirt, oil, thin layers
of unsound concrete, and laitance. Typically, sand blasting
has been used, but recently high pressure (3,500 psi) water
blasting has been used by some states. Water blasting
removes contaminants and leaves the concrete in a desir-
able saturated-surface dry condition.
Figure 29. Type 3 repair – Removal by milling and chipping
Figure 30. Sweeping loose material
Compressed air should be used for the final cleaning. To
prevent contaminating the surface with oil from the air
compressor, which would prevent the patch material from
bonding to the existing concrete, place a cloth over the
nozzle and visually inspect it for oil.
The prepared surface must be double-checked immedi-
ately prior to applying the bonding grout, and any surface
contamination that would reduce the bond between the
patch material and the existing concrete must be removed.
If the air blasting equipment is no longer available, a leaf
blower can be used as a substitute (Figure 34) .
Figure 31. Sounding with hammer
Figure 32. Sandblasting to remove loose debris
Figure 33. Air blasting to remove loose debris
Step 4. Compression Relief for Type 1 and
Type 2B Crack Repairs
The fourth step is the installation of joint/crack compres-
sion relief material for Type 1 repairs and Type 2B crack
repairs.
Compression relief is a vital part of a successful partial-
depth repair. In fact, the most frequent failure of partial-
depth repairs occurs from excessive compressive stresses
on the repair material. If insufficient room is provided for
thermal expansion, partial-depth repairs placed directly
against transverse joints and cracks will be crushed by
compressive forces created when the slabs expand
(Figure 35 and Figure 36).
In addition to relieving compression stresses, the mate-
rial must prevent patch material from entering the joint or
crack and preventing normal joint movement.
To provide compression relief and re-establish joints and
cracks at their original locations, a strip of compressible
material is typically placed in Type I joints or cracks and
Type 2B cracks. The contractor should provide compres-
sion-relief material such as ¼-in. polystyrene or polyethyl-
ene isolation material, ¼-in. STYROFOAM™ insulation, or
waxed cardboard (Figure 37).
If the compression-relief material is not installed properly,
the repair will fail. The inserts are typically required to
extend below and outside the patch area. The material
should be installed as deep as possible, below the patch
area at least ¼ in. and up to an inch if available. It should
also extend beyond the patch area at least 3 in. on each
side of the exposed crack. Waxed cardboard is easy to cut
and fit the irregular nature of random cracks. It also main-
tains its rigidity for concrete placement. It is advisable to
Figure 34. Using a leaf blower for final removal of any
contaminants
Guide for Partial-Depth Repair of Concrete Pavements 15
use a screwdriver to fit the cardboard into the open crack
at the bottom of the repair. If necessary, taking a second
pass with the mill or chipping the edge back with a small
jackhammer might be needed to ensure enough bonding
area for the new patch material at the bottom of the repair.
In general, more compression relief is better than less.
If, as shown in Figure 38, the removal of deteriorated con-
crete reveals a hole extending to the bottom of the pave-
ment, compression relief is required the full depth of the
hole. This can be accomplished with waxed cardboard or
Figure 35. Illustration of joint preparation using bond breaker
¼-in. STYROFOAM™ cut to fit the variable-sized hole. (If
the hole is large enough to allow drilling and placement of
reinforcing steel, it is considered a Type 3 repair.)
Note: Normally, the compression relief material (or at least
the upper portion) will be removed by sawing before the
joint is sealed.

Step 5. Bonding Agent Application

(sand-cement grout)
After cleaning the surface of the existing concrete and im-
mediately prior to placing the repair material, the con- Figure 36. Illustration of joint preparation without bond breaker
crete surface must be coated with a sand-cement grout or
bonding agent to ensure complete bonding of the repair
material to the concrete.
For Type 3 bottom half repairs, No. 4 tie bars need to be
installed at mid-depth (see Figure 12) before coating the
surface with grout.
Use the same grout for all types of repair. Recipes for
cement grout can be found at the end of the Material
Selection section on page 10. Epoxy grouts can also be
used, especially with short working times such as night-
time work.
Figure 37. View of cardboard cut to fit irregular random crack
The contractor should mix the grout by mechanical means
to the consistency of thick cream. The life of the grout in
the mixing container should not exceed one hour.
The grout should be applied by brushing with a soft brush
(epoxy-based) or scrubbing it with a stiff bristle broom
(cement-based) onto the existing concrete surface until it
coats all vertical and horizontal surfaces; see
Figure 39.
The grout must be placed immediately before the repair
material. It is critical that the grout does not set before the
repair mixture is placed. If the grout dries out after
application and before placement of the patch material,
the contractor should sand blast and regrout. Figure 38. View of hole exposed at intersection of a joint and a crack

16 Guide for Partial-Depth Repair of Concrete Pavements


Figure 39. Placement of cement grout as bonding agent
Step 6. Patch Material Placement
Use common practices for hot-weather and cold-weather
concrete placement conditions. Generally, repairs at air
temperatures below 40°F are not advisable, due to the
small amount of concrete patch material.
long joint/crack repairs, ready-mix or mobile crete trucks
can efficiently produce the required quantities (Figure 41).
Placement and Consolidation of Material
The placement and consolidation procedure begins by
slightly over-filling the area with repair material to allow
for a reduction in volume during consolidation. Portland
cement concrete and most of the rapid-setting, propri-
etary repair materials should not be placed when the air
temperature or pavement temperature is below 40°F. At
temperatures below 55°F, additional precautions, such as
the use of warm water, insulating covers, and longer cure
times, may be required. Some polymer concretes may be
installed under adverse conditions such as low tempera-
tures and wet substrates with reasonable success; howev-
er, even these materials will perform better when installed
under more favorable conditions.

General patch material placement guidelines are as Almost all repair materials require consolidation during
follow: placement. Consolidation provides a more dense mixture
by releasing trapped air from the fresh mix, thereby con-
• Batch in small quantities.
tributing to the overall performance of the patch. Failure
• Consolidate the patch material on larger patches us- to properly consolidate concrete results in poor repair
ing vibrators or vibrating screeds. Smaller patches are durability, spalling, and rapid deterioration. The common
consolidated using small spud vibrators or by-hand consolidation methods are as follow:
rodding and tamping.
• Texture the surface of the repair to match that of the
surrounding slab as much as possible, unless diamond-
grinding is the final texture.
• Floating toward the edge is recommended. It is impor-
tant to work the material away from the center of the
patch and toward the edges to promote bonding . This
action will help pinch the edge of the repair together
with the existing pavement (Figure 40).
Repair Material Mixing
For Type I and Type 3 repairs, the volume of material
required for a partial-depth repair is usually small (0.5 to
Figure 40. Finishing tip: move from inside to outside
2.0 ft³). Small drum or paddle-type mixers with capacities
of up to 2.0 ft³ are often used. Based on trial batches, repair
materials may be weighed and bagged in advance to facili-
tate the batching process. Batches can also be mixed (by
volume) using 5-gallon buckets for each ingredient in the
same manner as continuous mobile concrete feed mixers
that proportion concrete mixes by volume.
Careful observation of mixing times and water content for
prepackaged rapid-setting materials is important because
of the quick-setting nature of the materials. Mixing longer
than needed for good blending reduces the already short
time available for placing and finishing the material. For Figure 41. Placement of repair material

Guide for Partial-Depth Repair of Concrete Pavements 17

• Use of internal vibrators with small heads (less than 25 This approach helps to restore the ride to an acceptable
mm or 1 in. in diameter). level. (Diamond grinding can be used to restore ride and
• Use of vibrating screeds or roller screeds. texture in conjunction with partial-depth repairs; see
Step 8.)
The internal vibrator and the vibrating screed give the
most consistent results. The internal vibrator is often more Sawing Relief Joints
readily available and is used most often, although very Type 1 and Type 2A joints have been successfully sawed
small repairs may require the use of hand tools. The tools to create compression relief. However, it is important to
used should be small enough to easily work in the area re-establish the joint before the fast-setting concrete mix
being repaired. develops a random crack and to use the 30-day warranty
if a random crack develops. Tooling of the joint can be
The vibrator is held at a slight angle (15 to 30 degrees)
done to help create a weak plane during concrete place-
from the vertical and moved through the repair in such a
ment (Figure 46), followed by sawing as soon as possible
way as to vibrate the entire repair area (Figure 42). Many
(Figure 47).
times, workers place a foot on the waxed cardboard or
other compression material during concrete vibration, so The full depth of the partial-depth repair plus ¼ in. should
it does not float out of the crack at the bottom of the repair. be sawed with care and as soon as possible after concrete
Do not use the vibrator to move material from one place to
another within the repair, which may cause segregation.
Adequate consolidation is achieved when the mix stops
settling, air bubbles no longer emerge, and a smooth layer
of mortar appears at the surface.
Care must be exercised to trowel toward the edge of the
repair, particularly for Type 1 repairs and Type 2B crack
repairs on both sides of compression relief material such
as waxed cardboard (Figure 43, Figure 44, and Figure 45).

Figure 44. Troweling toward the edge of the repair

Figure 42. Consolidation of repair material for Type 2A joint repair

Figure 45. Concrete placement for Type 1 repair using waxed

Figure 43. Concrete placement while holding waxed cardboard cardboard

18 Guide for Partial-Depth Repair of Concrete Pavements

 the repair to impede delamination of the patch (Figure 48).
This ensures that a high percentage of cementitious
material is available to glue the edges of the patch material
to the existing concrete, helping to prevent the infiltration
of moisture that can lead to delamination if water at the
interface freezes in cold weather.
Saw cuts that extend beyond the patch perimeter at patch
corners can also be filled with grout to help prevent mois-
ture penetration that may negatively affect the bond.
Figures 49, 50, 51, and 52 show completed joint repairs.
Figure 46. Tooling the joint

Step 7. Curing
Because partial-depth repairs have large surface areas in
relation to their volumes, moisture can be lost quickly.
Therefore, curing is an important component of the con-
struction process and must be effectively conducted to
prevent the development of shrinkage cracks, which may
cause the repair to fail prematurely.
Figure 47. Sawing following tooling the joint The most effective curing procedure in hot weather is to
apply a white-pigmented curing compound as soon as
placement without causing excessive raveling. The set bleed water evaporates from the repair surface (Figure 53).
time of a mix will help determine the time to saw. Some agencies require that curing compound be applied
at 1.5 to 2 times the normal application rate to prevent
It should be noted that sawing Type 1 and Type 2A joints
shrinkage cracks in the repairs. Moist burlap and poly-
for joint sealing is different from sawing for compression
ethylene sheets may also be used and, in cold weather,
relief. If a compression relief material was used it will be
insulating blankets or tarps may be required, to help re-
removed during joint sealing operations.
tain heat. Curing of proprietary repair materials should be
If complete joint resealing is specified, all Type 1 repairs conducted in accordance with the manufacturer’s recom-
will be widened for joint resealing operations to the same mendations.
width as the adjacent joint. If only the repair area is to be
After the concrete repair has been placed and cured,
sealed, the width of the joint reservoir will be wider than
excess compression relief board is cut (Figure 54).
the crack under the repair. In these cases it is common for
the existing joint reservoir on either side of a Type 1 repair The opening time for traffic is mix and temperature
to be wider than the sealed joint in the repair area. dependent. Generally, compressive strengths of approxi-
mately 2,000 psi are required by most agencies before the
Screeding and Finishing
partial-depth repair is opened to traffic.
Partial-depth repairs typically cover only a small percent-
age of the pavement surface and have little effect on skid
resistance. However, the surface texture of the patch
material should match that of the existing pavement as
closely as possible. Partial-depth repairs are usually small
enough so that a stiff board can be used to screed the
repair surface on each side of the compression relief
material and make it flush with the existing pavement. At
least two passes should be made to ensure a smooth repair
surface.
The final finishing procedure is to paint a sand-cement
grout, the same grout used for bonding, at the edges of Figure 48. Placement of grout at edge of partial-depth repair

Guide for Partial-Depth Repair of Concrete Pavements 19


Figure 49. Completed Type 1 crack repair
Figure 50. Completed Type 2A joint repair
Figure 51. Completed Type 2B crack repair
Figure 52. Completed Type 3 repair
Figure 53. Curing of repair material
20 Guide for Partial-Depth Repair of Concrete Pavements
Step 8. Optional Diamond Grinding
Rehabilitation techniques such as partial-depth repairs
may result in increased roughness if not finished properly.
This is typically due to differences in elevation between
the repair areas and the existing pavement. It is often
desirable to smooth the transition between partial-depth
repairs and the existing concrete pavement with diamond
grinding, leaving one smooth surface (Figure 55).
Step 9. Joint Sealing
The final step in the process is sealing the joint (Figure 56).
Joint sealing helps ensure that incompressibles don’t enter
the joint and cause additional spalls to occur.
Figure 54. Cutting excess compression relief board of Type 2B crack
repair
Figure 55. Diamond grinding of partial-depth patch
Figure 56. Joint sealing
Short-Term Repairs
When joint or crack deterioration occurs in the bottom half
of the pavement or below the dowel bar(s), a full-depth
repair is generally warranted. Sometimes, however, a
short-term partial-depth repair (Figure 57) may be an
option until a more permanent solution can be applied.
The life of this type of patch depends on many factors and
can be as short as a year or as long as several years.
With dowel-bar pavements, deterioration below the dowel
bars is removed by sand blasting. A bond breaker must
be applied on the entire surface of the exposed dowel bar.
Waxed cardboard or similar material, perhaps supple- Figure 58. Typical full-depth deterioration at edge of transverse joint
mented with sand, must be used for compression relief.
The compression relief material needs to reach the bottom
of the repair, where possible. If exposed dowels are pres-
ent and it is impossible to place a compressible material
full depth, then sand may also be used:
• If only one or two bars are exposed, cut the bar(s); see
Figure 58. If more than two bars are exposed, coat the
bars with an approved bond breaker (e.g., duct tape).
• Fill the void with clean concrete sand to provide a
form for the partial-depth concrete patch mix and to
allow horizontal movement of the concrete panels; see
Figure 59.
• If excessive sand is used, it might be necessary to Figure 59. Proper use of sand to prevent lockup of joint
double the thickness of the waxed cardboard or other
compression relief material to accommodate the large
movement allowed by the sand.
• Caution: The use of sand to provide compression relief the partial-depth repair. As increasing amounts of sand
below dowel bars can be successful on a limited basis. are needed to fill the void, it will be more difficult to
The extent of the use of sand will determine the life of estimate the expected life of the partial-depth repair.

10" min.
5" 5" min.
Install 1/4" preformed
Min. 2" compression relief filler
Max. T/2 prior to concrete placement
Remove unsound Coat exposed surface of dowel bar
concrete with 35-lb max. with duct tape for bond breaker
chipping hammer

AREA TO BE REMOVED
Place sand if necessary
10" min. width
Limits of deteriorating concrete
6 ' min. length
Leave in place below top of dowels
Figure 57. Crack or joint repair when deterioration is in the lower half of the slab

Guide for Partial-Depth Repair of Concrete Pavements 21

Greatly reduced repair life can be expected by construct-
ing a patch as shown in Figure 60. This procedure can
be used to hold a pavement together for a short time,
the length of which will be greatly influenced by traffic,
weather conditions, and condition of the existing con-
crete. It is also advisable to remove the 30-day warranty
on patches such as that shown in Figure 60. This patch
should have been a full-depth repair but was completed as
a partial-depth repair due to other reasons.
Quality Control
The combination of proper design procedures and suffi-
cient construction quality control (QC) is extremely impor-
tant in achieving well performing partial-depth repairs.
On many partial-depth repair projects where QC inspec-
tions have been less stringent, performance has typically
been found to be unsatisfactory; see Figure 61. Following
are some of the common causes of failure:
Figure 60. Poor candidate for partial-depth repair (too much sand
used, which shortens life)
Figure 61. Failed Type 2A repair on an Interstate highway
22 Guide for Partial-Depth Repair of Concrete Pavements
• Inappropriate use.
• Lack of bond.
• Compression failure (due to failure to re-establish the
joint).
• Variability in the effectiveness of repair material.
• Improper use of repair materials.
• Insufficient consolidation.
• Incompatibility in thermal expansion between the
repair material and the original slab.
This section summarizes a checklist that was compiled
to facilitate successful design and construction of well
performing partial-depth repairs (FHWA 2005). Although
these procedures do not necessarily ensure the long-term
performance of a specific repair, the topics remind both
the agency and contractor of specific design and construc-
tion practices that can influence the performance of the
repair. The checklist is divided into general categories:
preliminary responsibilities, equipment inspections,
weather limitations, traffic control, and project inspection.
Preliminary Q/C Responsibilities
As a first step of the QC process for a given project,
agency and contractor personnel should collectively con-
duct a review of project documentation, scope, intended
construction procedures, and material usage and associ-
ated specifications. Such a collective review is intended to
minimize misunderstandings in the field among agency
designers, inspectors, and construction personnel. The
preliminary review should include the following items:
Document Review
Review the following documents:
• Bid/project specifications and design.
• Applicable special provisions.
• Agency application requirements.
• Traffic control plan.
• Manufacturer’s specific installation instructions for
selected patch material(s).
• Manufacturer’s material safety data sheets (MSDSs).
Project Scope Review
Verify the following:
• Pavement conditions have not significantly changed
since the project was designed and that a partial-depth
repair is still appropriate.
• The estimated number of partial-depth repairs agrees
with the number specified in the contract.
• Quantities to be placed, allowing flexibility if addition-
al deterioration is found below the surface.
• Criteria for identifying when partial-depth repairs will
become full-depth repairs, such as when deterioration
extends below the top one-third of the slab, and how
payment will be adjusted.
Materials Review
Verify the following:
• Selected patch material is of the correct type and meets
specifications.
• Patch material is obtained from an approved source
or is listed on the agency Qualified Products List, as
required by the contract documents.
• Patch material has been sampled and tested prior to
installation, as required by the contract documents.
• Additional or extender aggregates have been properly
produced and meet requirements of contract docu-
ments.
• Material packaging is not damaged (leaking, torn, or
pierced bags, for example) to prevent improper use.
• Bonding agent meets specifications.
• Curing compound meets specifications.
• Joint/crack re-former material (compressible insert)
meets specifications (typically, polystyrene foam board,
or 0.5-in.- (12 mm-) thick/waxed cardboard).
• Joint sealant material meets specification requirements.
• Sufficient quantities of materials are on hand for
completion of the project.
Equipment Inspections
A second step in the QC process involves the inspection
of all equipment that will be utilized in the construction
of the partial-depth repairs. Ensuring that construction
equipment is in good working order helps avoid construc-
tion-related problems. The inspections should include the
following equipment:
Concrete-Removal Equipment
Verify the following:
• Concrete saws are of sufficient weight and horsepower
to adequately cut the existing concrete pavement to the
depth required along the patch boundaries, as required
by the contract documents.
• Concrete saws and blades are in good working order.
• Pavement milling machines are power-operated, self-
propelled; cold milling machines capable of removing
concrete as required by the contract documents.
• Milling machines used for concrete removal are
equipped with a device that allows them to stop at
preset depths to prevent removal of more than the top
third of the slab and to prevent damage to embedded
steel.
• Maximum rated weight of removal jackhammers is less
than 14 kg (35 lb).
• After concrete removal, the patch area is prepared by
sand blasting or water blasting and is as clean as pos-
sible to promote bonding of the patch material.
Patch-Area Cleaning Equipment
Verify the following:
• Sand blasting unit is adjusted for correct sand rate and
is equipped with and uses properly functioning oil/
moisture traps.
• Air compressors have sufficient pressure and volume
to clean the patch area adequately in accordance with
contract specifications.
• Air compressors are equipped with and use properly-
functioning oil and moisture filters/traps. (This can be
accomplished by passing the air stream over a board
and examining it for contaminants.)
• Volume and pressure of water blasting equipment (if
used) meet specifications.
Mixing and Testing Equipment
Verify or ensure the following:
• Auger flights and paddles within auger-type mixing
equipment are free of material buildup that can result
in inefficient mixing operations.
• Volumetric mixing equipment, such as mobile mixers,
are in good condition and calibrated on a regular basis
to properly proportion mixes.
• The concrete testing technician meets the requirements
of the contract documents for training/certification.
• All material test equipment required by the specifica-
tions is available on site and in proper working condi-
tion (typically includes slump cone, pressure-type air
meter, cylinder molds and lids, rod, mallet, ruler, and
10-ft [3 m] straight edge).
Guide for Partial-Depth Repair of Concrete Pavements 23
Placing and Finishing Equipment
Verify or ensure the following:
• A sufficient number of concrete vibrators (1 in. [25 mm]
diameter or less) are available on site and in proper
working condition.
• All floats and screeds are straight, free of defects, and
capable of producing the desired finish.
Other Equipment
Verify or ensure the following:
• A steel chain, rod, or hammer is available to check for
unsound concrete around the patch area.
• Grout application brushes (if necessary) are available.
Weather Limitations
Immediately prior to the start of the construction project,
check these weather-related concerns:
• Review manufacturer installation instructions for re-
quirements specific to the patch material being used.
• Ensure air and surface temperature meets manufac-
turer and contract requirements (typically 4°C or 40°F
and above) for concrete placement.
• Ensure patching does not proceed if rain is imminent.
Traffic Control
The traffic control plan should be reviewed by field per-
sonnel prior to construction. Specifically, the following
pre- and post-construction traffic-related items should be
verified:
• The signs and devices used match the traffic control
plan presented in the contract documents.
• The setup complies with the federal or local agency
Manual on Uniform Traffic Control Devices (MUTCD) or
local agency procedures.
• Traffic control personnel are trained/qualified, accord-
ing to contract documents and agency requirements.
• Unsafe conditions, if any, are reported to a supervisor.
• The repaired pavement is not opened to traffic until the
patch material meets strength requirements presented
in the contract documents.
• Signs are removed or covered when no longer needed.
24 Guide for Partial-Depth Repair of Concrete Pavements
Project Inspection
During the construction process, careful project inspection
by construction inspectors can greatly increase the chances
of obtaining well performing partial-depth patches. The
inspection should include the following items, organized
by construction activities:
Concrete Removal and Cleaning
Verify or ensure the following:
• The concrete surrounding the area to be patched is
checked for delamination and unsound concrete, using
steel chain, steel pipe, or hammer.
• The boundaries of unsound concrete are marked at
least 2 in. (51 mm) beyond the area of deterioration.
• Concrete is removed by either (1) saw cutting the
boundaries and jack hammering interior concrete or
(2) using a cold milling machine.
• Concrete removal extends at least 2 in. (50 mm) deep
and does not extend below one-third of the slab depth,
and load transfer devices are not exposed.
• After concrete removal, the patch area is cleaned by
sand blasting or water blasting to remove any dirt,
debris, or laitance.
• The patch area is cleaned by air blasting. A second air
blasting may be required immediately before place-
ment of bonding agent if patches are left exposed
longer than specified in the contract documents.
Patch Preparation
Verify or ensure the following:
• Compressible material (joint/crack re-formers) is
inserted into existing cracks/joints in accordance with
contract documents. Joint inserts are typically required
to extend both below and outside the patch area by ¼
in. (6 mm). When a patch abuts a bituminous shoulder,
ensure that a form is used to prevent patch material
from entering the shoulder joint.
• Bonding agent (epoxy- or cement-based) is placed on
the clean, prepared surface of existing concrete imme-
diately prior to the placement of patch material, as re-
quired by the contract documents. If the bonding agent
shows any sign of drying before the patch material is
placed, it must be removed by sand blasting, cleaned
with compressed air, and re-applied.)
• Cement-based bonding agents are applied using a wire
brush; epoxy bonding agents, a soft brush.
Placing, Finishing, and Curing Patch Material
Verify the following:
• Quantities of the patch material being mixed are rela-
tively small to prevent material from setting prema-
turely.
• The fresh concrete is properly consolidated using
several vertical penetrations of the surface with a hand-
held vibrator.
• The surface of the concrete patch is level with the
adjacent concrete using a straight edge in accordance
with contract documents. (Material should be worked
from the center of the patch outward toward the patch
boundary to prevent pulling material away from the
boundary.)
• The surface of the fresh patch material is finished and
textured to match the adjacent surface.
• The perimeter of the patch and saw-cut run outs (if
saws are used) are sealed using grout material. (Al-
ternatively, saw-cut run outs can be sealed using joint
sealant material.)
• Adequate curing compound is applied to the surface of
the finished and textured, fresh patch material in
accordance with contract documents.
• Insulation blankets are used when ambient tempera-
tures are expected to fall below 40°F (4°C), and blanket
cover is continued until concrete attains the strength
required in the contract documents.
Resealing Joints and Cracks
Verify the following:
• The compressible inserts are sawed out to the dimen-
sions specified in the contract documents when the
patch material has attained sufficient strength to sup-
port concrete saws.
• Joints are cleaned and resealed according to contract
documents.
Cleanup Responsibilities
Verify the following:
• All concrete pieces and loose debris are removed from
the pavement surface and disposed of in accordance
with contract documents.
• Mixing, placement, and finishing equipment is prop-
erly cleaned for the next use.
Troubleshooting
This section is a guide to the most common partial-depth
failures and is not meant to explain all failed patches. The
five most common problems are as follow:
1. Inadequate compression relief, generally because the
compression material was not placed deep enough.
2. Shrinkage cracks, which are generally due to inad-
equate or improper curing. Such cracks can propagate
and promote loss of patch bond.
3. Early de-bonding of batch material, which is generally
due to bonding grout having been placed too early.
Early de-bonding will cause the patch to sound hol-
low within 30 days.
4. Deterioration around the completed patch, because
either the patch was too small or the patch material
failed.
5. Deterioration of the patch itself, generally due to low
air content or low strength.
Compression Relief Failures
It is important that when the joint or crack closes, the first
point of contact is not the partial-depth repair material. If
compression relief is not provided in the joint or crack, ei-
ther by sawing or by the use of compression material, the
partial-depth patch will fail when the joint or crack moves.
See Figure 62.
When a joint is sawed to provide compression relief, the
final joint width for the full depth and length of the patch
must be slightly wider than the existing crack below the
repair. The final joint width for sealing can be less than the
adjacent sealed joint width as long as it is wider than the
crack below the repair.
It is also imperative that the compression relief material or
space be deep enough and wide enough to accommodate
any joint movement below the partial-depth repair.
Many times with compression relief failure, only one side
of the joint or crack will fail. In Figure 63, only the material
under the hammer has lost bond due to lack of compres-
sion relief the full length of the repair. The remainder of
this repair past the hammer handle is working.
Often compression relief–related failures can be repaired
using the same partial-depth patch system and paying
extra attention to the adequate placement of the compres-
sion relief material or space.
Guide for Partial-Depth Repair of Concrete Pavements 25
Curing Failures
Late or inadequate curing can reduce the ultimate strength
of the patch by as much as 40 percent. Scaling can also
occur if curing is not done in a timely manner.
Many mixes used in partial-depth patches are fast-setting
to allow early opening to traffic. It is especially impera-
tive in such situations that curing compounds be applied
quickly and thoroughly, and blankets used if appropri-
ate, to ensure that these mixes achieve their anticipated
strength on time.
The use of a properly mixed quality sealer helps prevent
shrinkage cracking. Shrinkage cracking (Figure 64) is
usually not a major problem, but needs to be monitored.
Figure 62. Repair failure because the compression relief material did
not extend to end of repair area
Figure 63. Compression relief failure of (Type 1) partial-depth crack
repair on a city street
26 Guide for Partial-Depth Repair of Concrete Pavements
Following is a list of curing compounds and sealers and
the pros and cons of each:
• Water-based curing compounds are easy to obtain, but
the water-retention properties of these compounds
reduce their caliber compared to the other curing and
sealing products listed below.
• Linseed oil curing compounds have good curing
properties and help prevent shrinkage cracking.
• Waxed-based curing compounds are very good and
help to prevent shrinkage cracking.
• Poly alpha methylstyrene (AMS) is a curing compound
and sealer. It has high solids content and requires
constant mixing. When mixed properly, however, it
provides a good cure and helps to prevent most shrink-
age cracking.
Debonding of Patch
Debonding of partial-depth repair may occur if the bond-
ing grout is placed too early (Figure 65 and Figure 66). The
concrete patch mix material must be placed immediately
after placement of the bonding grout. If the bonding grout
shows any signs of drying, such as a white color, it must
be sand blasted and re-done.
Many states incorporate a 30-day warranty into the
specifications primarily to catch this particular problem.
If a debonding failure occurs, it usually does so within the
first 30 days of service.
Deterioration around Patch
Deterioration adjacent to a completed patch is usually one
of two causes: either the repair area was not made large
enough to remove all the deteriorated concrete, or the
existing pavement is suffering from an early form of
material- or mix-related failure.
To prevent the first problem, the inspector must sound the
pavement around the patch area before and after removal
to ensure all deteriorated concrete is removed. The left
side of Figure 67 shows how a previous repair (black col-
or) failed after the patch was installed, primarily because
the patch was too small. The same problem is shown in
the right picture in the wheel line.
Figure 68 is an example of city street with D cracking in its
early stages along the joint areas. This partial-depth repair
will last only as long as the D cracking in the existing
pavement does not worsen considerably. The picture was
taken after one year of service of the repair.
Deterioration of Patch Summary
The first place to check when the partial-depth mix is The proper completion of four basic steps is required to
failing is the air content of the patch material. In freeze have a successful partial-depth repair:
thaw environments the patch mix should have the same
air requirements as the existing pavement, generally 1. Remove all the deteriorated concrete. Determine the
around 5 percent to 8 percent. Next check the compres- cause of the failure and remove any misplaced steel.
sive strengths of the test cylinders during concrete patch 2. Clean the patch area.
placement.
3. Provide for compression relief wider than the move-
ment expected in the pavement.
4. Cure properly. Due to thin section of repair material,
this step must be performed to ensure a long-lasting
repair.

Figure 64. Shrinkage cracks in partial-depth repair

Figure 67. Patches that are too small

Figure 65. Debonding of patch at end of Type 2 repair

Figure 66. Close up of debonded area at end of a Type 2A partial-

depth repair Figure 68. D crack repair

Guide for Partial-Depth Repair of Concrete Pavements 27

Sources Cited
American Concrete Pavement Association (ACPA). 2006.
Concrete Pavement Field Reference–Preservation and
Repair. Report EB239P. ACPA, Skokie, IL.
Smith, K.D., T.E. Hoerner, and D.G. Peshkin. 2008.
Concrete Pavement Preservation Workshop Reference
Manual. National Concrete Pavement Technology
Center, Iowa State University, Ames, IA.
Smoak, W.G., T.B. Husbands, and J.E. McDonald. 1997.
Results of Laboratory Tests on Materials for Thin Repair of
Concrete Surfaces. REMR-CS-52. Army Engineer Water-
ways Experiment Station, Vicksburg, MS.
Van Dam, T.J., K.R. Peterson, L.L. Sutter, A. Panguluri,
J. Sytsma, N. Buch, R. Kowli, and P. Desaraju. 2005.
Guidelines for Early-Opening-to-Traffic Portland Cement
Concrete for Pavement Rehabilitation. NCHRP Report
540. Transportation Research Board, Washington, DC.
Wilson, T.P., K.L. Smith, and A.R. Romine. 1999a. LTPP
Pavement Maintenance Materials: PCC Partial-Depth
Spall Repair Experiment. FHWA-RD-99-153. FHWA,
McLean, VA.
Other References
American Concrete Institute (ACI). 2006. Guide for the
Selection of Materials for the Repair of Concrete.
ACI 546.3R-06. ACI, Farmington Hills, MI.
American Concrete Pavement Association. 1998. Guidelines
for Partial-Depth Repair. Technical Bulletin TB003.02P.
ACPA, Arlington Heights, IL.
American Concrete Pavement Association. 2004. Concrete
Crack and Partial-Depth Spall Repair Manual.
Report JP003P. ACPA, Skokie, IL.
BASF Admixtures, Inc. 2006. Products in Practice: 4x4™
Concrete, Very High-Early Strength Concrete Mixture.
BASF Admixtures, Inc., Cleveland, OH.
Emmons, P.H., A.M. Vaysburd, and J.E. McDonald. 1993.
"A Rational Approach to Durable Concrete Repairs."
Concrete International. ACI, Farmington Hills, MI.
Federal Highway Administration (FHWA). 2005. Pavement
Preservation Checklist Series #9: Partial-Depth Repair of
Portland Cement Concrete Pavements. FHWA-IF-03-042.
FHWA, Washington, DC.
Good-Mojab, C.A., A.J. Patel, and A.R. Romine. 1993.
Innovative Materials Development and Testing.
Volume 5—Partial Depth Spall Repair. SHRP-H-356.
28 Guide for Partial-Depth Repair of Concrete Pavements
Strategic Highway Research Program (SHRP),
Washington, DC.
Hoerner, T.E., K.D. Smith, H. . Yu, D.G. Peshkin, and M.J.
Wade. 2001. PCC Pavement Evaluation and Rehabilita-
tion. Reference Manual for NHI Course No. 131062.
National Highway Institute, Arlington, VA.
Jiang, Y. and R.R. McDaniel. 1993. “Evaluation of the
Impact of Concrete Pavement Restoration Techniques
on Pavement Performance.” Proceedings of the Fifth
International Conference on Concrete Pavement Design
and Rehabilitation, Volume I. Purdue University, West
Lafayette, IN.
Krauss, P. 1985. New Materials and Techniques for the Reha-
bilitation of Portland Cement Concrete. California
Department of Transportation, Office of Transporta-
tion Laboratory, Sacramento, CA.
McGhee, K.H. 1981. “Patching Jointed Concrete Pave-
ments.” Transportation Research Record 800. Transporta-
tion Research Board, Washington, DC.
Minnesota Department of Transportation. 2001. Road
Design Manual—Uniform Design Guidelines for MnDOT
projects.
Patel, A.J., C.G. Mojab, and A.R. Romine. 1993. Concrete
Pavement Repair Manuals of Practice: Materials and
Procedures for Rapid Repair of Partial-Depth Spalls in
Concrete Pavements. SHRP-H-349. SHRP, Washington,
DC.
Snyder, M.B., M.J. Reiter, K.T. Hall, and M.I. Darter. 1989.
Rehabilitation of Concrete Pavements, Volume I—Repair
Rehabilitation Techniques. FHWA-RD-88-071. FHWA,
Washington, DC.
Wilson, T.P., K.L. Smith, and A.R. Romine. 1999b.
Materials and Procedures for Rapid Repair of Partial-Depth
Spalls in Concrete Pavement, Manual of Practice.
FHWA-RD-99-152. FHWA, McLean, VA.
Wyant, D. 1984. Evaluation of Concrete Patching Materials.
Virginia Highway and Transportation Research
Council, Charlottesville, VA.
Yu, T., D. Peshkin, K. Smith, M. Darter, D. Whiting, and
H. Delaney. 1994. Concrete Rehabilitation Users Manual.
SHRP-C-412. SHRP, Washington, DC.
Zoller, T., J. Williams, and D. Frentress. 1989. “Pavement
Rehabilitation in an Urban Environment: Minnesota
Repair Standards Rehabilitate Twin Cities Freeways.”
Proceedings of the Fourth International Conference on
Concrete Pavement Design and Rehabilitation. Purdue
University, West Lafayette, IN.
Appendix A: Standards
$SCALESHORT$

PARTIAL-DEPTH REPAIR TYPE 1 - SPOT REPAIR (SR)

(Spot repair of joints, cracks, and spalls, less than 6' max. length)
$SHEETNAME$

GENERAL DESCRIPTION: REMOVE CONCRETE, FURNISH AND PLACE CONCRETE, SAW AND SEAL JOINTS/CRACKS.

AREA TO BE REMOVED
PROFILE VIEW 10'' min. width
PLAN VIEW
<6' max. length
Roadway 10" min.
3
1
min. 2"
1 2
max. T/2
T

Limits of deteriorated concrete

$PENTBLL$

JOINT and CRACK RE-ESTABLISHMENT shall be accomplished as quickly as possible to prevent failure.
Type 1 at Joints
1 Joint compression relief for the upper part of the joint will be of equal width to the joint on
either side of the repair. Compression relief will be provided either by installing preformed
joint filler (such as wax-coated cardboard) as wide as the existing joint (¼-in. min.) before
concrete placement or by tooling the plastic concrete, then accomplishing a relief saw cut
(¼-in. min. width) to the full depth of the repair as soon as possible after concrete placement.
2 If dowel bar is exposed, coat exposed area with duct tape as a bond breaker to allow move-
ment of the joint.
$PLTDRVL$

Type 1 at Cracks
3 Preformed compression material such as wax-coated cardboard (3/16-in. to ¼-in. thick) should
be installed as deep as possible in the crack (below the patch area at least ½ in., up to an inch
if possible) to provide compression relief.

WORK TO BE DONE
1 Define removal area and payment based on sq-ft of area to be patched, with a min. depth of
2 in.
2 Remove all concrete including unsound concrete using either saw-and-chip (35-lb max
hammer) or milling. Remove concrete to limits shown in detail, with a min. depth of 2 in. and a
max. depth of T/2 or the top of the dowels. The sides of the removed area must be tapered 30
to 60 degrees from vertical.
3 Prepare surfaces:
- Clean exposed surfaces by sand blasting and air blasting.
- Coat any exposed dowel surfaces with duct tape as a bond breaker.
- Immediately before placing the repair material, apply bonding grout to exposed concrete
surfaces.
4 Restore joints and cracks by installing preformed filler (3/16-in. min.) as described above.
5 Furnish and place specified concrete mix. Finish to grade, slope, and texture. Seal edges with
grout of specified concrete mix. Apply cure.
6 Saw and seal joints and cracks according to specifications.
BASIS OF PAYMENT
$FILE$

• Type 1 partial-depth repairs are based on square feet of repair area. Measurements should be
taken to the nearest tenth of a foot and rounded to the nearest square foot. Minimum size of
repair for payment is one square foot.
• The 30- to 60- degree taper, preformed filler, and sawing and sealing are incidental to Type 1
repairs.
$DATE$

DATE: April 9, 2012

$USER$

Developed from Minnesota DOT Standard

Guide for Partial-Depth Repair of Concrete Pavements 29

$SCALESHORT$

PARTIAL-DEPTH REPAIR TYPE 2 - EXTENDED LENGTH (LJCR)

(Long [6' or greater] repairs of longitudinal and transverse joints [Type 2A] and cracks [Type 2B])
GENERAL DESCRIPTION: REMOVE CONCRETE, FURNISH & PLACE CONCRETE, SAW, AND SEAL JOINTS/CRACKS.
$SHEETNAME$

PROFILE VIEW AREA TO BE REMOVED

PLAN VIEW 10'' min. width
10" Min.
6' min. length
Roadway
6' min.
3
min. 2"
1 max. T/2 2
T
3

Limits of deteriorated concrete

$PENTBLL$

(Leave in place below top of dowels)

JOINT (2A) and CRACK (2B) RE-ESTABLISHMENT shall be accomplished as quickly as possible to prevent failure.
Type 2A at Joints
1 Joint compression relief for the upper part of the joint will be of equal width to the joint on
either side of the repair. Compression relief will be provided with a saw cut (¼-in. min. width)
to the full depth of the repair (and, if possible, ½-in. deeper) as soon as possible after concrete
placement.
2 If dowel bar is exposed, coat exposed area with duct tape as a bond breaker to allow move-
ment of the joint.
Type 2B at Cracks
3 Preformed compression material such as wax-coated cardboard (3/16-in. to ¼-in. thick) should
$PLTDRVL$

be installed as deep as possible in the crack (below the patch area at least ½ in., up to an inch
if possible) to provide compression relief.

WORK TO BE DONE
1 Define removal area, with a 2-in. min. (T/2 max.) depth, 10-in. min. width, and 6-ft min. length.
2 Using milling and chipping hammer (35-lb max. hammer), remove all concrete including
unsound concrete to limits shown in detail (min. depth of 2 in. and a max. depth of T/2 the
pavement depth or the top of the dowels), tapering the sides of the removed area 30 to 60
degrees from vertical.
3 Prepare surfaces:
- Clean exposed surfaces by sand blasting and air blasting.
- Coat any exposed dowel surfaces with duct tape as a bond breaker.
- Immediately before placing the repair material, apply bonding grout to exposed concrete
surfaces.
4 Restore cracks by installing preformed filler (3/16-in. min.) as described above.
5 Furnish and place specified concrete mix. Finish to grade, slope, and texture. Seal edges with
grout of specified concrete mix. Apply cure.
6 Saw and seal joints and cracks according to specifications.

BASIS OF PAYMENT
• Type 2A (joint) repairs are based on linear feet of repair. Linear measurements should be made
to the nearest foot of repair length.
$FILE$

• Type 2B (crack) repairs are based on square feet of repair area. Measurements should be taken
to the nearest tenth of a foot and rounded to the nearest square foot. Min. size of repair for
payment is one square foot.
• The 30- to 60- degree taper, preformed filler, and sawing and sealing are incidental to all Type 2
repairs.
$DATE$

DATE: April 9, 2012

$USER$

Developed from Minnesota DOT Standard

30 Guide for Partial-Depth Repair of Concrete Pavements

$SCALESHORT$

PARTIAL-DEPTH REPAIR TYPE 3 - BOTTOM-HALF REPAIR (BHR)

(Bottom-half spot repair at corner or edge; NOT intended to be placed in wheel paths)
$SHEETNAME$

DESCRIPTION: REMOVE CONCRETE, INSTALL REINFORCING STEEL, FURNISH & PLACE CONCRETE.

AREA TO BE REMOVED
PLAN VIEW PROFILE VIEW

Joint 10" min. 10" min.

Full depth ¼" min. 18" max.
18" max. preformed joint filler

Joint
No. 4 tiebar
Full depth 1/4" min. 12" long
preformed joint filler *T/2
T
Remove
deteriorated
6" min. concrete
$PENTBLL$

No. 4 tiebar
12" long Subbase or Subgrade
Taper edge

WORK TO BE DONE
1 Define removal area T/2 below in-place surface.
2 Remove all deteriorated concrete to limits shown in detail. Taper the sides of the removed area
30 to 60 degrees from vertical with a 35-lb max. chipping hammer.
3 Prepare surface:
- Clean exposed surfaces by sand blasting and air blasting.
- Coat any exposed dowel surfaces with approved bond breaker.
- Immediately before placing the repair material, apply bonding grout to exposed concrete
$PLTDRVL$

surfaces.
4 Furnish and install No. 4 reinforcement tiebars at mid-depth, as shown in detail. Ensure that
there is at least 1 in. of concrete around the bar. Place with an approved non-shrink grout.
5 Restore joints and cracks by installing preformed joint filler such as wax-coated cardboard
(3/16-in. to ¼-in. thick) as deep as possible in the crack (below the patch area at least ½ in., up to
an inch if possible) to provide compression relief.
6 Furnish and place specified concrete mix. Finish to grade, slope, and texture. Seal edges with
grout of specified concrete mix. Apply cure.
7 Saw and seal joints and cracks according to specifications.

BASIS OF PAYMENT
• Payment for Type 3 repairs (bottom half of repair area) is based on square feet of repair area.
Since the repair will have a sloping face, payment should be measured at mid-depth of the
pavement thickness. Measurements should be taken to the nearest tenth of a foot and rounded
to the nearest square foot. Minimum size of repair for payment is one square foot.
• Payment for the top half of the repair is treated as a Type 1 or Type 2B repair, both of which are
based on sq ft. The 30- to 60-degree edge taper will be included in the top half measurement.
• The 30- to 60-degree edge taper, furnish and installation of preformed joint filler (such as
wax-coated cardboard) are incidental to the repair.
$FILE$
$DATE$

DATE: April 9, 2012

Developed from Minnesota DOT Standard
$USER$

Guide for Partial-Depth Repair of Concrete Pavements 31

$SCALESHORT$

SHORT-TERM PARTIAL-DEPTH REPAIR

(Temporary repair of joints (longitudinal and transverse) and cracks
where derioration occurs in bottom half of slab, or below top of dowel bar.)
$SHEETNAME$

DESCRIPTION: REMOVE CONCRETE IN TOP HALF, PROVIDE COMPRESSION RELIEF,

FILL VOID IN LOWER HALF WITH SAND, FURNISH & PLACE CONCRETE, SAW AND SEAL JOINTS AND CRACKS.
PROFILE VIEW
PLAN VIEW
10" min.
<Roadway
6' min.
1 and 4
min. 2"
1 max. T/2 3

AREA TO BE REMOVED
10'' min. width
Limits of deteriorated concrete 2 Sand backfill 6' min. length
$PENTBLL$

JOINT and CRACK RE-ESTABLISHMENT shall be accomplished as quickly as possible to prevent failure.
Type 1 at Joints
1 Joint compression relief for the upper part of the joint will be of equal width to the joint on either side of
the repair. Compression relief will be provided by installing preformed joint filler (such as wax-coated
cardboard) as wide as the existing joint (¼-in. min.) before concrete placement.
2 Joint compression relief for the lower part of the repair (below the top of the dowel bars) will be provided
by extending the preformed material through the full depth of the deterioration and at least ½ in. beyond.
If that is impossible, the sand backfill (see “Work to Be Done,” below) must provide or supplement
compression relief for this area.
3 If only one or two dowel bars are exposed, cut the bar(s). If more than two bars are exposed, coat the bars
with an approved bond breaker such as duct tape.
Type 1 at Cracks
$PLTDRVL$

4 Preformed compression material such as wax-coated cardboard (3/16-in. to ¼-in. thick) should be installed
as deep as possible in the crack (below the patch area at least ½ in., up to an inch if possible) to provide
compression relief.

WORK TO BE DONE
1 Define removal area with a min. depth of 2 in., min. width of 10 in., and min. length of 6 ft.
2 In the top half of the slab, remove all concrete including unsound concrete using either saw-and-chip (35-lb
max hammer) or milling. Remove concrete to limits shown in detail to a max. depth of T/2 or the top of the
dowels. The sides of the removed area must be tapered 30 to 60 degrees from vertical.
3 In pavements with dowel bars, remove deterioration in the bottom half of the slab (below the top of dowel
bars) by sand blasting.
4 Fill the void in the bottom half of the slab with clean sand to provide a form for the concrete patch mix and
to supplement compression relief in this area.
5 Prepare surfaces:
- Clean exposed surfaces by sand blasting and air blasting.
- As described in 3 above, cut or coat any exposed dowel bar surfaces with duct tape as a bond breaker.
- Immediately before placing the repair material, apply bonding grout to exposed concrete
surfaces.
6 Restore joints and cracks as described above.
7 Furnish and place specified concrete mix. Finish to grade, slope, and texture. Seal edges with grout of
specified concrete mix. Apply cure.
8 Saw and seal joints and cracks according to specifications.
$FILE$

BASIS OF PAYMENT
• Short-term partial-depth repairs are paid as either Type 1 or Type 2 partial-depth repairs. The 30-day warranty
may be waived based on the amount of sand needed to complete the repair. A shorter life is to be expected,
depending on the amount of deterioration, and a change to a full-depth repair may be needed.
• The 30- to 60- degree edge taper, preformed filler, and sawing and sealing are incidental to short-term
partial-depth repairs.
$DATE$

DATE: April 9, 2012

$USER$

Developed from Minnesota DOT Standard

32 Guide for Partial-Depth Repair of Concrete Pavements

Appendix B: Proprietary Repair Materials
Several rapid-setting and high-early-strength proprietary
materials have been developed for partial-depth repairs
(Patel, Mojab, and Romine 1993; Smoak, Husbands, and
McDonald 1997 ACI 2006). These various “flexible” or
“semi-rigid” concrete repair products have been used ef-
fectively in partial-depth repair applications.
Proprietary materials typically possess a much lower
stiffness than conventional repair products, which results
in lower stress development in the material under a wide
range of thermal variations. Moreover, these materials
form a strong bond to the existing concrete substrate and
can be opened to traffic very quickly, often in as little as
1 hour. Some of these materials also have the ability to
bridge joints or cracks, thus eliminating the need to re-
establish the joint or crack in the repair.
The manufacturer’s directions should be closely followed
when installing these products and in determining appro-
priate application conditions (moisture and temperature),
bonding agent requirements, material preparation, mate-
rial installation (including lift thicknesses), and opening
requirements.
Such proprietary repair materials are generally classified
cementitious, polymeric, or bituminous. This appendix
introduces the specific material types included within
each of the three categories and presents any mix-related
concerns associated with each.
Polymer-Based Concretes
Polymer-based concretes are formed by combining poly-
mer resin (molecules of a single family or several similar
families linked into molecular chains), aggregate, and an
initiator. Aggregate is added to the resin to make the poly-
mer concrete more thermally compatible with the concrete
(which would otherwise lead to debonding), to provide a
wearing surface, and for economy.
The main advantage of polymers is that they set much
quicker than most of the cementitious materials. How-
ever, they are expensive and can be quite sensitive under
certain field conditions.
Polymers used for pavement repairs can be classified into
four categories: epoxies, methacrylates, polyester-styrenes,
and urethanes.
Epoxy Concrete
Epoxy concrete repair materials are impermeable and
have excellent adhesive properties. When used, it is
important that the epoxy concrete be compatible with the
concrete in the pavement. Differences in the coefficients
of thermal expansion between the repair material and the
concrete can cause repair failures, but the use of larger
aggregate increases the volume stability and helps reduce
the likelihood of debonding (ACPA 1998). Deep epoxy re-
pairs must frequently be placed in multiple lifts to control
heat build-up.
Methyl Methacrylate Concrete
Methyl methacrylate (MMA) concretes and high molecu-
lar weight methacrylate (HMWM) concretes have long
working times, high compressive strengths, and good ad-
hesion. Furthermore, they can be placed over a wide range
of temperatures, from 4 to 54°C (40 to 130°F) (ACPA 1998).
However, many methacrylates are volatile and may pose a
health hazard to those exposed to the fumes for prolonged
periods (Krauss 1985).
Polyester-Styrene Concrete
Polyester-styrene polymers have many of the same
properties as methyl methacrylates, except that they have
a much slower rate of strength gain, which limits their
usefulness as a rapid repair material. Polyester-styrene
polymers generally cost less and are used more widely
than methyl methacrylates (Krauss 1985).
Polyurethane Concrete
Polyurethane repair materials generally consist of a two-
part polyurethane resin mixed with aggregate (ACPA
1998). Polyurethanes are generally very quick setting (90
seconds), which makes a very quick repair. Some polyure-
thanes claim to be moisture-tolerant; that is, they can be
placed on a wet substrate with no adverse effects. These
types of materials have been used for several years with
variable results (Krauss 1985).
Other Polymeric Materials
There are a number of other polymeric materials avail-
able for partial-depth repairs, most of which exhibit
rapid strength gain and a high degree of impermeability.
Furthermore, some of these materials exhibit certain elas-
tic properties that allow them to be placed across a joint
without the need for an insert to maintain the joint.
Guide for Partial-Depth Repair of Concrete Pavements 33
Cementitious Materials Bituminous Materials
Proprietary cementitious materials include gypsum-based Bituminous materials are often used as temporary repair
(calcium sulfate) products, magnesium phosphate, and materials on concrete pavements or for patches prior to
high alumina (calcium aluminate) cements. overlaying, particularly when the existing concrete pave-
ment is too D-cracked or otherwise deteriorated to permit
Several proprietary portland cement-based repair materi-
full-depth repairs.
als are available to achieve high-early strength for partial-
depth repairs. Bituminous materials have the advantage of being rela-
tively low in cost, widely available, easy to place with
Gypsum-Based Concrete
small crews, and easy to handle, and they can be opened
Gypsum-based (calcium sulfate) repair materials gain
to traffic almost immediately. However, because the joint
strength rapidly and can be used in any temperature
cannot be re-established when using bituminous mixtures,
above freezing. However, gypsum concrete may not per-
and proper repair techniques are not typically utilized,
form well when exposed to moisture and freezing weather
they are not recommended for permanent repairs.
(ACPA 1998). Additionally, the presence of free sulfates in
the typical gypsum mixture may promote steel corrosion Results from the Federal Highway Administration’s
in reinforced pavements (Good-Mojab, Patel, and Romine (FHWA) long-term monitoring of partial-depth repairs
1993). showed that bituminous repair materials performed well
for a period of 3 to 4 years, but generally experienced
Magnesium Phosphate Concrete
rapid failure after a point where the bituminous material
Magnesium phosphate concretes set very rapidly and pro-
had oxidized and become more brittle (Wilson, Smith, and
duce a high-early-strength, impermeable material that will
Romine 1999a).
bond to clean dry surfaces. However, this type of material
is extremely sensitive to water, either on the substrate or
in the mix (even very small amounts of excess water can
reduce strength). Furthermore, magnesium phosphate
concrete is very sensitive to aggregate type (for example,
some limestones are not acceptable) (Good-Mojab, Patel,
and Romine 1993). In hot weather (i.e., above 32°C [90°F]),
many commonly available mixes experience short setting
times (e.g., 10 to 15 minutes).
High Alumina Concrete
Calcium aluminate cements gain strength rapidly, have
good bonding properties (on a dry surface), and very low
shrinkage. However, due to a chemical conversion that
occurs in calcium aluminate cement, particularly at high
temperatures during curing, strength loss over time is
likely to occur; consequently, these materials are not rec-
ommended for use as a patching material (ACPA 1998).

34 Guide for Partial-Depth Repair of Concrete Pavements

National Concrete Pavement Technology Center
Institute for Transportation
Iowa State University

2711 South Loop Drive, Suite 4700

Ames, IA 50010-8664
515-294-5798
www.cptechcenter.org